elihoole/asrs-aviation-reports huggingface dataset:
Date: 201203
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Weather elements / visibility: 5
Light: Night
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: FADEC / TCC
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Human factors: Workload; Distraction; Time Pressure; Training / Qualification
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Inflight Shutdown; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Overcame Equipment Problem; Flight Crew Became Reoriented
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Received SEL ENG #3 FADEC ALT followed by #3 ENG RPM LOW alerts. Engine #3 flamed out; engine in-flight shutdown checklist was followed by in flight start checklist resulting in a normal restart. Flight control was notified and we were directed to continue to our planned destination. Engine parameters were normal.


Second narrative: [Narative #2 had no additional information.]


Synopsis: An MD11 alerted SEL ENG #3 FADEC ALT; followed by ENG #3 RPM LOW and the engine flamed out so the ENG SHUTDOWN Checklist followed by the INFLIGHT START Checklist resulted in a normal engine operation.
Date: 201907
Weather elements / visibility: Turbulence
Aircraft: A330
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Second aircraft: B747 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Situational Awareness
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Returned To Clearance; Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Environment - Non Weather Related

Narrative: [We were] 23 miles and 2000 feet below and behind [a] B747.  We were slop 2 miles right when wind shift put us in moderate turbulence.  It was getting worse and required immediate action.  [We] descended 300 ft and slid to the other side of his jet wash. Immediately then returned to assigned altitude and told ATC about the minor deviation.  Tracks too tight. [I used] Captain authority and knowledge.


Second narrative: Altitude deviation due to wake turbulence from preceding aircraft B747. I was Pilot Monitoring.  Captain was Pilot Flying.  We were experiencing moderate turbulence from preceding aircraft.  The Captain removed the offset to get back on course and avoid turbulence since the wind was blowing the wake from the B747 on our path.  Captain selected 36;700 ft. on the FCU and descended 300 ft. to further mitigate the effect of the wake turbulence while getting back on course.  Captain did not check with [ATC] when he initiated a descend to 36;700 ft.; but the time I realized what he was doing; it was too late for me to intervene.  If he would have communicated his intentions I would have had an opportunity to discuss the consequences of an altitude deviation.


Synopsis: A330 flight crew reported they encountered wake turbulence from a preceding B747 while flying a North Atlantic track.  Captain descended 300 feet without clearance to avoid the wake.
Date: 201202
Local time of day: 1201-1800
Location: ORF.Airport, VA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Light Sport Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
ATC / advisory: Tower ORF
Second aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Commercial
Human factors: Time Pressure; Situational Awareness; Communication Breakdown; Distraction
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Procedure
Primary problem: Procedure

Narrative: I was cleared to land on ORF Runway 5. Behind me was an airliner; also cleared to land. I asked to land long to avoid wake turbulence from an air carrier which landed before me. Tower agreed. As I passed over the displaced threshold and between Taxiway A4 and Runway 14/32; I encountered the turbulence I expected (perhaps the 30 degree crosswind over the terminal was the cause). Then the airliner starts asking where I am and Tower doesn't reply. I land about Taxiway B and Tower tells me to expedite exit on Taxiway G. As I do; Tower tells the airliner I'm no factor and I look back at the airliner flaring over the numbers. I say; 'Geez;' to myself and the airliner says; 'wow;' on the Tower frequency and something else along the lines of; 'good thing or it would have got expensive.' Clearly Tower misjudged how slow I approach and land and got the airliner too close behind me. I may start warning towers about my approach and landing speeds in similar circumstances. Note: reason I wanted to land long is that about 6 weeks earlier with a similar crosswind and behind a small jet; I encountered severe turbulence near my 'normal' touchdown zone near Taxiway A. So I was trying to avoid a repeat of that sobering experience.




Synopsis: A LSA landed on ORF Runway 5 and because of the aircraft's slow taxi speed an air carrier aircraft landed on the same runway before the LSA cleared to a taxiway.
Date: 202010
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Distraction; Other / Unknown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Environment - Non Weather Related
Primary problem: Human Factors

Narrative: I was the flying pilot. I rolled onto Runway XL and selected TOGA by accident prior to thrust reaching 40%. Probably selected TOGA [at] approximately 25%. Very little split in thrust upon full spool up; held brake upon realizing my mistake so to prevent adverse movement of aircraft. No issues and continued normal departure.This was my first trip to fly since month. This was an accident that I realized had taken place as soon as it took place. I need to pause and think before selecting TOGA.




Synopsis: Air carrier First Officer reported he selected TOGA before the engines had reached 40%.
Date: 202108
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-23 Apache/Geronimo Apache
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Initial Climb
Airspace: Class E ZZZ1
ATC / advisory: CTAF ZZZ
Aircraft component: Engine
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
Result: Flight Crew Inflight Shutdown
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Engine failure just after lift off. Attempted feather of inoperative engine; but got partial recovery of power in the process; was unable to climb and landed in a field.




Synopsis: A pilot departing a non towered airport reported engine failure and landing in a field.
Date: 201909
Local time of day: 1801-2400
Location: TMB.Tower, FL
Flight conditions: VMC
Light: Daylight
Aircraft: Learjet 60
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Final Approach
Airspace: Class D TMB
ATC / advisory: Tower TMB
Aircraft component: Hydraulic Main System
Component problem: Failed
Reporter organization: Personal
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While executing a visual approach; on the downwind leg I called for flaps 8; then 20 and landing gear down. As I was turning from base to final leg I got both Low Hydraulic Press light on the glare shield. I decided to turn on the aux hydraulic pump and the pressure went up; and immediately it went down to 0; then [so as] not to burn the pump I turned it off. This occurred at about 500 ft. on short final and the copilot and myself decided to go around to run the appropriate checklist for Low Hydraulic Pressure. Before attempting to land as we ran the abnormal checklist and every item was completed including landing distance with current flap setting and using emergency brake. I told the copilot to advise the Tower that we had a hydraulic failure and that we were not [requesting priority handling] at the moment but we wanted the emergency equipment to be standing by just in case we ran out [of brakes] at the end [of the] runway. We executed the visual approach and on final turned on the aux hydraulic pump one more time. I got no indication of hydraulic pressure so I decided to turn it off before landing. The aircraft touched down in the beginning of the runway and [I] used the emergency brake handle. The aircraft stopped before the end of the runway and I was able to taxi the aircraft into the ramp. When I stepped out of the aircraft the lower fuselage had hydraulic fluid dripping; no damage was observed on the aircraft during the post flight check.




Synopsis: LJ60 Captain reported landing safely following complete hydraulic failure.
Date: 201207
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: Cardinal 177/177RG
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Second aircraft: A-1 Husky
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Second reporter function: Flight Data / Clearance Delivery
Anomaly: Conflict Ground Conflict; Critical
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: After being relieved at Local Control position by Developmental and his Trainer the Developmental cleared a Cardinal holding at Runway 28L for take off with the Husky on short final. Another Controller in the Tower Cab recognized the conflict and advised the Developmental and Trainer in a timely fashion; however the Cardinal had already proceeded past the hold short lines and was taking the runway at which time the Husky turned to avoid the aircraft taking the runway where he was cleared to land. [We need more] awareness of Trainer and assessment of Developmental level of performance. There were a few distractions at the time; the main one being the Trainer wanting to clear people out of his workspace which resulted in a few people looking away from the runway rather than out the window.


Second narrative: I was working the Clearance Delivery position. The Local Control 1 position had just done a position relief briefing and training was in progress. A Supervisor was monitoring for a skill check for the Trainee and the relieved Controller was still monitoring for the 2 minute overlap. A Husky was in the south pattern for Runway 28L and a Cardinal was holding short of Runway 28L for departure. While monitoring the Local Control 1 position I observed the trainee clear the Cardinal for take off on Runway 28L. I scanned the final and observed the Husky on short final and instructed to send the Husky around and cancel the take off clearance for the Cardinal. The Cardinal had started to roll onto the runway past the runway hold short lines. The Trainee told the Cardinal cancel take off clearance and hold short of Runway 28L but he was already past the lines and the Husky came very close to flying over the other aircraft. This occurred after a position relief briefing. We must be extra vigilant during the change over.


Synopsis: Tower Controller described a conflict event when a Trainee assuming Local Control cleared an aircraft for takeoff with traffic on very short final; the reporter noting that during the relief no one was looking out of the window.
Date: 202111
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
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: Troubleshooting
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Flight Crew; Person Ground Personnel
When detected: Pre-flight; Routine Inspection; Aircraft In Service At Gate
Result: General Work Refused
Contributing factors: Incorrect / Not Installed / Unavailable Part; Human Factors
Primary problem: Incorrect / Not Installed / Unavailable Part

Narrative: During Dangerous Goods inspection; DG agent informed us that there was a problem with DG pallet in position 2L; that based on how it was built it the aisles were not properly positioned.  The First Officer inspected and concurred that the aisles on DG pallet were not 'left and forward' per FOM.  Due to how pallet was constructed and it's height; DG agent said pallet could not be turned to comply with the FOM; so I instructed DG agent to remove pallet and update DG paperwork.  This report is in compliance with FOM mandatory reports. Improper building of DG pallet. Build DG pallet properly.




Synopsis: Air Carrier Captain reported DG pallet was inadequate for proper DG cargo transport. Captain refused DG cargo.
Date: 202108
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dusk
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
ATC / advisory: Ground ZZZ
Aircraft component: Fuel Distribution System
Component problem: Improperly Operated; Malfunctioning
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Powerplant; Maintenance Airframe
Human factors: Communication Breakdown; Confusion; Troubleshooting; Time Pressure; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Weight And Balance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Fuel Issue
Detector: Person Maintenance
When detected: Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Human Factors

Narrative: We started our preflight ETOPS Pre-Departure Check of Aircraft X. Woke plane up and noticed aircraft had a Fuel Auto Transfer fault and we noticed 5;000 pounds in center tank. Wings were approx. 10;000 pounds. Per Company Manual XX-XX-XX-XXX-XXXA needed to move fuel center tank to wing tanks. while transferring fuel from center tanks to wing tanks per AMM (Aircraft Maintenance Manual) XX-XX-XX-XXX-XXXA paragraph X fault extinguished. Fuel transferred from 5;000 pounds to 800 pounds. At 800 pounds; fuel jumped to approximately 2;000 pounds and a fuel overflow message on the R/H wing. Shut off fuel pumps and stopped transferring operations. Fuel load on flight plan 36;000 pounds. Current fuel load on aircraft 30;000 pounds fuel density was 6.58 RH wing vent box fuel spill. Previous start up messages on fuel system. Fueler fueled during fuel transfer. Fuel door was open. Fuel  indicators reflected fuel transfer. Fueler didn't notice fuel transfer approaching max wing tank capacity. Fueler didn't notice transfer in progress while setting fuel load prior to fueling A/C. Shut down fuel transferring procedures and cleaned up fuel spill.




Synopsis: Technician reported a fuel spill during an ETOPS Pre Departure Check when the aircraft fueler began fueling while technicians were cross feeding fuel to correct a fuel imbalance.
Date: 201910
Local time of day: 0601-1200
Location: EWR.Airport, NJ
Aircraft: Medium Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Approach
Airspace: Class B EWR
ATC / advisory: TRACON N90
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Workload; Situational Awareness
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Returned To Clearance
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Human Factors

Narrative: While on approach into EWR ILS4R we were on a vector of 090 degrees and leaving 4000 for 3000 feet - our assigned altitude. As we were leveling off; ATC asked for an immediate speed reduction from 250KIAS to 200 KIAS then descend to 2000. As I spun the Airspeed back to 200 the aircraft leveled at 3000 in ALT HOLD which is what we needed to slow the plane and speed brakes were extended; then flaps as we were nearing the localizer for 4R - still not cleared for the approach. We were vectored across the LOC given a 030 heading to intercept and reminded to intercept. 'Heading 030 intercept LOCALIZER and descend 2000 now maintain 2000 till established then cleared ILS 04R'. To add to our workload; my ILS had an identification; but the first officer's ILS receiver was not showing the identification. It was then we realized we had failed to descended to 2000 feet after slowing as we had expected to intercept; not be vectored across the localizer without warning; while configuration changes and speed changes were being made. It was a high workload time with several non-standard ATC instructions. (Including descending below a published ILS step down altitude). We immediately descended to 2000ft. Intercepted the LOC and completed the ILS 4R without further issues to a successful landing. Our high workload as we configured for approach and landing caused us to inadvertently omit the last step of our descent instruction.




Synopsis: Captain reported receiving a last minute vectoring through the localizer; after they had overlooked  descend to an assigned altitude which happened to be below a step down altitude for the ILS 4R into EWR.
Date: 202103
Local time of day: 1201-1800
Location: MYEM.Airport, FO
Flight conditions: VMC
Light: Daylight
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Flight phase: Takeoff / Launch
Second aircraft: Small Aircraft
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Situational Awareness; Communication Breakdown; Training / Qualification
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Other Takeof Roll
Result: Flight Crew Took Evasive Action
Contributing factors: Airport; Human Factors
Primary problem: Airport

Narrative: In Governor's Harbor [airport]; there is an over 8;000 foot strip. There is no taxiway; no tower; and a major hill in the middle of the runway where neither side can see the opposite end. When operating there; each pilot must trust that the others are making calls both to taxi out but also for landing. Aircraft there also repeatedly take off with a tail wind so it is difficult to know which side is being used at any time. In our case; we were departing off of Runway 15 and we made three radio calls; one to back taxi; one to position for takeoff; and one for takeoff. While cresting the hill on the takeoff roll we discovered that a multi engine piston aircraft was pointed right at us. We were past V1 and we continued to rotate and takeoff as the other aircraft did a 180 and attempted to head back to the ramp at the end of the runway. I do not know if they were taking off with a tailwind or taxing to 15 but they made no radio call and obviously were not listening to UNICOM. The FBO also made a call to the aircraft telling them that the runway was active and they needed to clear. Our crew followed every procedure to make this a safe takeoff; unfortunately we cannot prevent others from disregarding the rules of safe operations.This was a pretty close call; especially if the aircraft was trying to takeoff with a tailwind. If we had been 20 seconds later it could have been catastrophic. The fact that it is uncontrolled; has no taxiway; and you cannot see either side from either end makes this a very dangerous airport to operate in especially when the locals do not follow proper communication procedures. We as our crew did absolutely nothing wrong; we had no reason to believe that an aircraft would be reckless enough to not communicate and taxi without concern for themselves or anyone else; we made proper radio calls and did everything we could.




Synopsis: Pilot reported a near miss during takeoff roll with another aircraft that was possibly departing from the opposite end of the runway at MYEM.