elihoole/asrs-aviation-reports huggingface dataset:
Date: 201904
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Hazardous Material Violation
Detector: Person Dispatch
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Ground Ops forgot to give us the HAZMAT paperwork for a slide we were carrying in cargo bin D. Dispatch informed us of the slide we were carrying while we were at cruise.




Synopsis: B737 First Officer reported Dispatch notification during cruise of Hazmat material on board.
Date: 201604
Local time of day: 0001-0600
Location: KZAK.ARTCC, HI
Flight conditions: VMC
Light: Night
Aircraft: Widebody; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A KZAK
ATC / advisory: Center KZAK
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; Captain
Anomaly: Deviation - Track / Heading All Types; Inflight Event / Encounter Fuel Issue; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Weather
Primary problem: Weather

Narrative: After reaching the first ETOPS check point; it was determined that a significant amount of fuel had been burned in excess of estimated flight planned fuel burn (approx. -1;500lbs). We monitored the fuel gauges and fuel burn and realized the fuel would be also short of flight plan at the next ETOPS check point. At approximately 200NM West of CORTT we calculated that the fuel at the Critical Point (CP) would be approximately 4;500lbs less than flight plan fuel. A wind bust of approximately 100 kts was found when the chart forecast wind and dispatch winds were compared to actual winds. At this point a request was made to KZAK for a clearance to return to HNL since we had not yet reached the CP. A reply of 'Standby' was received however we determined that we could not continue EAST bound without risking passage of the CP. We [advised ATC] and we initiated a turn utilizing the [company] ETOPS procedures; announced our intentions on the CTAF/121.5; and completed the Diversion checklist on the back of the ETOPS checklist. KZAK processed us and cleared us Direct HNL.


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


Synopsis: Air carrier flight crew reported encountering adverse winds far different than forecasted. This resulted in having insufficient fuel at the required checkpoints. Flight crew elected to return to HNL.
Date: 201712
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: A330
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
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: We were about 2 and a half hours out from landing. There were two loud noises. It sounded like something was loose in the cargo area; and was banging around; as though cargo was unsecured. Then a shudder occurred. The Captain was asleep in the pilot bunk. The first officer called me on the interphone and asked me to wake the Captain. I woke him immediately. He said it felt like a compression failure had occurred. Unbeknown to me the engine had stalled. They then restarted the engine (number one). We continued without incident. No one was hurt or very concerned. After a very quiet landing; we noticed the runway was lined with emergency vehicles. The pilots informed us that the engine had stalled about five minutes before we landed; and they had [advised ATC]. No one in the cabin; passengers or cabin crew knew about it until then. All in all it was rather quiet and we were all fine. The pilots did an outstanding job.




Synopsis: A330 Flight Attendant reported landing safely after experiencing a compressor stall in the Number 1 engine.
Date: 201711
Local time of day: 1801-2400
Location: AGS.TRACON, GA
Light: Night
Aircraft: Global Express (BD700)
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class C AGS
ATC / advisory: Tower AGS
Second aircraft: Bonanza 33
Reporter organization: Government
Reporter function: Local; Supervisor / CIC
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Training / Qualification; Communication Breakdown; Situational Awareness
Second reporter function: Local
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Separated Traffic
Contributing factors: Company Policy; Staffing; Procedure; Human Factors
Primary problem: Procedure

Narrative: I was working Local Control and Tower CIC (Controller in Charge); and I changed the active runway from Runway 35 to Runway 17 due to wind change. I put Visual Approach Runway 17 on the ATIS and coordinated that with the Radar Approach Controller. A few minutes later a Local Controller and a Ground Controller came up to the Tower to man those positions. I was still the Tower CIC. I briefed them that I had changed the runway; and Runway 17 was now the active.Soon after they took those positions; 3 or 4 departures called ground control who I was actively monitoring along with Local Control and Ground Control taxied them to Runway 35. During this time; that the aircraft were taxiing a VFR Helicopter called Ground Control to depart to the southwest; then the Helicopter called Local Control for departure. Local Control launched the Helicopter from the Ramp on course to the southwest. Then the Local controller launched [A Global Express] off Runway 35 without coordination with the Radar Controller.At the time the [Global Express] got airborne; A Beech Bonanza was approximately 7 miles northeast of the airport on a Visual Approach to Runway 17. In our facility SOP; the cutoff point for ODO (Opposite Direct Operations) with jets is 15 miles and for propellers it is 10 miles. When Ground Control taxied the departures to Runway 35; I didn't catch that. And when Local control launched the Global Express from Runway 35; I didn't catch that.A Supervisor relieved me as Tower CIC; and realized the ODO problem soon after the briefing I gave him; which included that Runway 17 was the active. The Visual Approach clearance for [Beech Bonanza] was cancelled and they were told to enter the downwind for Runway 35 and cleared for a Visual Approach Runway 35. I recommend extra memory aids when switching runways; especially when one particular runway has been in constant use for several days or weeks.


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


Synopsis: Tower Controllers reported they had less than required separation criteria for an Opposite Direction Operation.
Date: 201407
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: ATC Issue All Types
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure; Chart Or Publication
Primary problem: Ambiguous

Narrative: It appears that the vast majority of the PDC's now includes the clearance to 'climb via SID'; yet so many SID's have that altitude clearance written in small font buried someplace on the page. In other cases the altitude clearance on the SID is somewhat confusing as in the LAS SHEAD 8. This is just an incident waiting to happen.  If ATC is going to put this on our back then the altitude on the SID should be more conspicuous.




Synopsis: A320 Captain laments the altitude restrictions burried in the routing section; in small font; in many of the new RNAV SID's.
Date: 201503
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: 1
Light: Night
Aircraft: B737-300
Operator: Air Carrier
Operating under: Part 121
Flight phase: Takeoff / Launch
Aircraft component: Safety Instrumentation & Information
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: Other Takeoff
Result: Flight Crew Rejected Takeoff; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were cleared for takeoff.... All checklists had been completed.... Turning onto the runway; the Captain increased the N1's to approximately 40-50% for a 'rolling takeoff.' Aircraft control was passed to me at which time I advanced the thrust levers. The Takeoff Warning horn sounded and I immediately retarded the thrust levers. The Captain quickly checked the speedbrake handle and the flap handle and advanced the thrust levers again. The Takeoff Warning horn sounded again and I once again reduced the thrust levers.Tower was notified and we cleared the runway.... The Captain 'jiggled' the flap handle and the speedbrake lever and then performed another Takeoff Warning Horn check. This time the check passed. Tower cleared us for takeoff and a normal takeoff occurred. The rest of the flight was uneventful and an 'info only' write-up was logged regarding the erroneous Takeoff Warning horn.




Synopsis: B737-300 First Officer performed a slow speed Rejected Takeoff (RTO) after the Takeoff Configuration Warning Horn sounded. After the Captain 'jiggled' the flap handle and speedbrake lever; Configuration Warning did not sound on the second takeoff.
Date: 201305
Local time of day: 1201-1800
Location: STL.Airport, MO
Flight conditions: VMC
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight phase: Landing
Airspace: Class B STL
ATC / advisory: Tower STL
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Human factors: Communication Breakdown
Second reporter function: Pilot Not Flying; First Officer
Anomaly: ATC Issue All Types; Ground Event / Encounter Vehicle; Ground Incursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Ambiguous

Narrative: After the 100 FT call by the aircraft; the First Officer (pilot not flying) said; 'What is that; a truck?' He started talking about a possible go-around. I changed my focus further down the runway and saw an emergency vehicle clearing about midfield on the north side and didn't notice any other vehicle following across the runway. I made a decision to continue to land; which went uneventfully and; while clearing; the First Officer queried the Tower about the truck. We had heard nothing from Tower at all. The Tower Controller said there had been a communication error with the truck. We heard the Tower Controller ask the truck to call them. We proceeded to call our ATC Specialist to get him in the loop.


Second narrative: I was pilot not flying. The approach was uneventful until approaching 100 FT. I looked inside to make the 100 FT call and realized the aircraft had the voice callouts. I looked up [after that] and saw an emergency vehicle rapidly crossing the runway at midfield. I said; 'What the heck?' I started to tell the pilot flying to go around as we approached 50 FT; but the vehicle was going so fast (30 to 40 MPH) that; by the time the pilot flying looked up; the runway was clear. The pilot flying landed the aircraft uneventfully and we queried the Tower Controller to see if he had noticed the incursion. He said it was a communication error and told the truck to contact the Tower and sent us to Ground. We taxied to the gate without incident and called the Company ATC representative.


Synopsis: B737 flight crew reports an emergency vehicle crossing their runway as they are about to touch down. The approach is continued to landing as the vehicle is moving quickly. The Tower Controller sited a communication error as the cause of the incident.
Date: 201708
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Embraer Phenom 100
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Hydraulic System
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Lost hydraulic system. Completed abnormal and emergency checklist. Advised ATC and landed without incident.


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


Synopsis: Phenom 100 flight crew experienced a hydraulic failure while training and landed safely.
Date: 201308
Local time of day: 0601-1200
Location: ZMA.ARTCC, FL
Flight conditions: VMC
Weather elements / visibility: 8
Light: Daylight
Aircraft: Gulfstream G200 (IAI 1126 Galaxy)
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Climb
Airspace: Class D FXE
ATC / advisory: Center ZMA
Aircraft component: DC Battery
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Distraction; Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: I was PIC; and due to crew conflicts; a contracted Captain was SIC and was sitting in the left seat as the PF. I sat in the right seat as PNF. We taxied and took off from FXE and during our climb trough 3;500 FT we received a L BAT RED CAS message. The temperature was 170 degrees and RED ([requiring that we] land as soon as possible.) Operating under the Gulfstream SOPs I actioned to the QRH and the PF continued to aviate and had control of the radios. After performing the QRH actions the CAS message was cleared; and we decided to continue. Approximately two minutes later we received the same CAS message and requested a return to our departure airport. Center stopped our climb at 8;000 FT and we were given a vector back to the airport and a descent. I again performed the QRH procedure and; when I was finished; took the radios back and was cleared to maintain 1;500 FT. I looked at the Altimeter and called out to the PF that he was descending below 1;500 FT. He immediately pulled back and regained 1;500 FT. We landed without event and no emergency was declared. I asked the PF about his ALT deviation when we landed; he told me he was only 150 FT low when asked to maintain 1;500 FT by ATC. He apologized and said he was distracted in the moment dealing with the abnormality and an FMS that was intermittent. I was not able to confirm how great the deviation was; and wanted to report this incident in the event that it was indeed greater than 150 FT. ATC did not ask us to call or report to anyone yet I still wanted to report this event. I think the unfamiliar crew; and the maintenance issues were contributing factors.




Synopsis: While the flight crew of a GLF 200 was managing a battery overheat and a return to their departure airport the PF; a temporary contracted airman; descended 150 FT below their cleared altitude.
Date: 202110
Local time of day: 1201-1800
Location: PCT.TRACON, VA
Flight conditions: VMC
Light: Daylight
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Initial Approach
Airspace: Class D HEF
Second aircraft: UAV: Unpiloted Aerial Vehicle
Reporter organization: Fractional
Reporter function: First Officer; Pilot Flying
Human factors: Distraction; Situational Awareness; Time Pressure; Workload
Anomaly: Airspace Violation All Types; Conflict Airborne Conflict; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Unauthorized Flight Operations (UAS); Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Environment - Non Weather Related
Primary problem: Human Factors

Narrative: During level flight at 2;000; within the terminal area of HEF & inbound on radar vectors to the RNAV 34 approach; we experienced a TCAS RA. I; the First Officer; am Pilot Flying and the TCAS directed us with the aural warnings of 'TRAFFIC; TRAFFIC'. Just in my scanning of the terrain; I saw a small drone fly into my visual field. I was unable to tell how close it was before the TCAS system announced  'CLIMB' along with a red target on the display & a red Vertical Speed Arrow directing a 3;000+ feet per minute climb. At the top of the arrow was a green 'fly-to' cue.  I took evasive action to climb above and called that It looks like its a drone.Immediately after the event was resolved;  I safely flew the back to our assigned altitude of 2;000. Shortly thereafter; we acquired the airport (HEF) visually & proceeded with a visual approach to Runway 34 without any further incident & zero delays to the mission.




Synopsis: Fractional jet crew received a TCAS RA due to a UAS and took evasive action following TCAS RA guidance.
Date: 201707
Local time of day: 0001-0600
Location: SFO.Airport, CA
Flight conditions: VMC
Light: Night
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B SFO
ATC / advisory: TRACON NCT
Second aircraft: B777 Undifferentiated or Other Model
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: Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Regained Aircraft Control; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Procedure; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: We were following a B777. We were in visual contact; however SFO is now requiring vectors to ILS during night time hours. Downwind we encountered some wake turbulence and advised ATC. On base leg we encountered stronger wake turbulence that put the aircraft into a greater than 30 degree left bank; generating 'Attitude' alert. The FO was pilot flying and disconnected the autopilot and recovered. We advised ATC and they said that we were 6 miles in trail of the B777. They gave us vectors to have greater spacing. No further encounters.


Second narrative: While being vectored to final approach runway 28R; experienced a wake upset behind a B777. Approximately 60 degrees bank angle. I overpowered the controls and disconnected the auto pilot. The Captain had previously reported an earlier wake of lesser degree to the Controller. After the second wake event; the Captain again reported and queried the separation mileage. The Controller stated 5 miles were the minimums and that there was at least that. The Controller provided an extended vector and no further problems occurred.


Synopsis: B737 flight crew reported encountering wake turbulence on approach to SFO 6 miles in trail of a B777 that resulted in a 60 degree bank.
Date: 201203
Location: ZZZ.Airport, US
Aircraft: Cessna 150
Operating under: Part 91
Flight phase: Cruise
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Developmental
Human factors: Other / Unknown
Anomaly: Other laser
Detector: Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure
Primary problem: Procedure

Narrative: A C150 called me on Tower frequency; inbound to land from the southeast. A few minutes later; the pilot reported green laser light activity from the area west of the airport. The C150 was at 2;000 FT entering a left downwind for Runway 19 at the time. Aircraft landed without further incident. I don't know if there is much that can be done to prevent unauthorized laser events; but it was helpful finding the phraseology for the 5 minute announcements and the ATIS broadcast in the 7110.65. Maybe if Laser Light Events was indexed; it would be faster to find.




Synopsis: Tower Controller described a green laser event; noting references to same could be better indexed in the 7110.65.
Date: 201510
Local time of day: 0001-0600
Location: MYR.Airport, SC
Weather elements / visibility: Thunderstorm; Turbulence
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: CTAF MYR
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Workload
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Runway; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Leaving MYR this morning; the FO and I received an aircraft that had an INOP ACARS. Due to extra bags being loaded on; we left out the gate late. Weather was within takeoff requirements; but was extreme precipitation with standing pools of water. ATC clearance was short void time; task saturation and dealing with weather and maintenance issue. We departed within company SOPs and notifying CTAF of intentions. Due to work load; we departed without activating runway lights. Departure was normal and flight continued without incident.




Synopsis: CRJ-900 Captain reported departing a non-tower airport in early morning hours without activating runway lights.