elihoole/asrs-aviation-reports huggingface dataset:
Date: 201503
Local time of day: 0001-0600
Location: BUR.Airport, CA
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
ATC / advisory: Tower BUR
Aircraft component: GPWS
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
Result: General None Reported / Taken

Narrative: On landing rollout in BUR runway 08 just as Tower called the following occurred:Tower: 'Air carrier.....'RAAS: 'ONE THOUSAND FEET REMAINING!!!!!!!!!!!'Pilot A: 'Was that a right or left turn?'Pilot B: 'I'm fairly sure he wants us to turn right.'Of course; we didn't know which it actually was because of the RAAS.The RAAS caused this event - lost communication during an absolutely critical phase of flight - by making it impossible for us to hear Tower's runway exit instructions/clearance.Bonus material:I can see the distance remaining markers on the sides of the runway! I can see the painted markings on the runway which also indicate how much runway is left!! I can see the end of the runway coming up; it's right there in front of me!!! This announcement by the RAAS is absolutely pointless!!!Of course; every RAAS announcement is a pointless safety hazard; so there you go.




Synopsis: B737-800 Captain believes that the RAAS is a hazard to safe flying.
Date: 202011
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
Aircraft component: Engine
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Catastrophic engine failure at 8500 ft. MSL. Uneventful landing at ZZZ.




Synopsis: Pilot reported engine failure during cruise.
Date: 202107
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Weather elements / visibility: Turbulence; 10
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: FBO; Other University flight program
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Initial Approach
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Communication Breakdown; Confusion; Distraction; Training / Qualification
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: While maneuvering near ZZZ airport; another aircraft was on a similar flight in the same general vicinity. My instructor and I made at least six radio calls to the other aircraft by its tail number to attempt to determine its intentions; but received no response to any of them. Said aircraft did make occasional radio calls; but they did not reflect its actual flight path or maneuvering intentions. On two occasions; the aircraft maneuvered directly into our immediate vicinity; although we were able to remain clear of it in the course of our maneuvering. On the third instance; we had announced our intention to follow the other aircraft as we were both returning to ZZZ airport. We had maneuvered well outside of the traffic pattern because of other traffic in the area; continuing to follow the other aircraft. Said aircraft then announced a right turn to increase its clearance from us and other traffic; but instead initiated a descending left turn directly into our path of flight. At this point we were approximately 1;000 feet; and were forced to initiate an evasive descent of about 350 feet. We estimate the lateral distance between our aircraft and the other to be approximately 150 feet; as its registration was clearly legible. Prior to these events; our aircraft was on a short final approach as part of a practice landing; at which point the other aircraft in question cut in front of us to take off. We had announced our position and the other aircraft had responded that it was holding short of the runway; but did not do so. Throughout the duration of our flight; the aircraft in question appeared to operate without regard for us or other aircraft in its vicinity; and had we not taken the evasive action that we did; a collision would have been highly likely.




Synopsis: A student pilot training at an uncontrolled airport reported a NMAC with another aircraft that turned left after announcing it would turn right. The student reported the same aircraft had repeatedly maneuvered near them in different directions then announced including taking the runway to takeoff after stating they would hold short.
Date: 201606
Local time of day: 0001-0600
Location: IND.Airport, IN
Light: Dawn
Aircraft: Medium Transport; High Wing; 2 Turboprop Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Ferry / Re-Positioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: After the plane was loaded; it was noticeably tail low and the aircraft nose wheel strut was fully extended. Flight crew had load crew stand in the front of the plane while the aft was offloaded and the can in question reweighed. The can returned weighed properly and was found 1;000 lbs different than was originally stated to crew. Aircraft was offloaded and swapped zone 3 with the heavy misweighed can from zone 8. Zone 2 and 9 remained unchanged and CG was within limits.The aircraft was noticeably tail low and the aircraft nose wheel strut was fully extended.The correct information was not given to crew about weight of can.




Synopsis: Pilot reported after the aircraft was loaded it was noticeably tail low; and a re-check revealed a 1;000 lb error in cargo weight.
Date: 202107
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Air Taxi
Operating under: Other 105
Flight plan: None
Mission: Skydiving
Flight phase: Final Approach
Airspace: Class E ZZZ
Aircraft component: Reciprocating Engine Assembly
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Experienced a partial power loss and expedited landing beginning at about 800-1200 AGL. I had turned a high final and noticed that engine RPM was at approximately 1;000. I advanced the throttle in an attempt to add power but the engine did not respond. I pitched for best glide and tried to troubleshoot. I attempted to engage the starter again with no response. I noticed that the display on my comm 2 had disappeared. I tried to declare an emergency but I believe that I was not able to reach ATC. On my comm 1; I requested priority on my CTAF frequency; not having time to dial a new frequency. I landed on the Runway without incident. Maintenance determined that the starter wiring/switch had an issue and was fixed in such a way that it was permanently on. Therefore; whenever the master was on; it would engage the starter.




Synopsis: C182 pilot reported loss of engine power resulted in an expedited landing at destination airport.
Date: 201506
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Cockpit Window
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Diverted; Flight Crew Landed As Precaution; Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Climbing through 25;000 FT observed blue arcing in lower left side of CA FWD window followed by a loud bang.  The window had fractured over entire surface.  Followed QRH procedures and determined inner layer was intact.Immediately leveled at 26;000 FT and advised ATC of problem.  Contacted dispatch and decision was made to divert to Airport ZZZ.  Descended to lower altitude to reduce differential pressure and proceeded to ZZZ for normal landing with first officer flying.  No further difficulties encountered. Windshield heat shorted; but didn't have time to pull CB as per QRH.




Synopsis: An A320 Captain noted a blue arcing in the low left of his forward window prior to a loud bang and the entire window fracturing. After completing the QRH and determining an outer pane anomaly; the flight descended and diverted to a nearby airport.
Date: 201503
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer
Human factors: Situational Awareness; Workload; Troubleshooting
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure; Weather
Primary problem: Weather

Narrative: After extended ground delay and snow/deicing ops at our departure airport; aircraft departed for transcontinental flight with dispatched Minimum Takeoff Fuel +600 lbs. Early on during cruise; it became evident that arrival fuel would be 5000 lbs (release planned for 6200 lbs). Captain and FO established this as their absolute minimum and worked with dispatch to maximize burn efficiency. Meanwhile; enroute fuel stop contingencies were discussed and pilots decided upon an airport about an hour short of the filed destination as a fuel divert if need be. Approximately half way through the flight it was determined that arrival fuel would be 4500 lbs and dispatch relayed that there were flow control measures being taken into the destination. At this point crew decided upon and coordinated fuel stop as well as coordinated subsequent flight plan with dispatch. Crew determined that basic FAR 117 duty day would be insufficient to continue to the filed destination; however; given that fuel stop was unplanned; a review of FAR 117 by way of the FOM and union guidance showed it would be possible within the 2 hour extension and crew/dispatch concurrence. FO informed Captain that he was good with extending provided it was possible within legal limits and then performed preflight duties to ready aircraft for second leg while Captain conversed with Dispatch. It was determined and understood by all the mentioned parties that FAR 117 limits (with extension) would allow the crew to legally dispatch to the final destination provided no significant delays occurred during the fueling stop. Aircraft was turned and departed within 45 minutes of arrival and the flight to final destination took 1.1 hours. [Scheduling] shows 1:25 on this leg and a 1010 TFT (Total Flight Time) with 1317 Duty. This was within my understanding of FAR 117 limits with the 2 hour extension hence I was unaware of an error until informed.




Synopsis: A B737 on a transcontinental flight diverted for fuel due to unplanned fuel usage and extended their duty day two hours to comply with FAR 117 limitations.
Date: 201910
Location: EWR.Airport, NJ
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Second aircraft: B767 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Dispatch
When detected: Pre-flight
Contributing factors: Company Policy
Primary problem: Company Policy

Narrative: I had two flights scheduled to depart EWR. One flight was scheduled to go EWR-ZZZ. The second flight was scheduled to operate EWR-ZZZ1. Both of these flights are operated on a B757 aircraft. This could be a safety issue for ATC and even the Dispatcher as having two flights departing at the same departure time; same aircraft time and the flight numbers being 1 digit off from one another. I modified the flight number for ATC to avoid any potential confusion for both ATC and the Dispatcher who relieves me.




Synopsis: Dispatcher reported they changed an aircraft's call sign due to a similar sounding call sign departing at the same time.
Date: 202006
Local time of day: 1201-1800
Flight conditions: IMC
Weather elements / visibility: Rain; Turbulence
Aircraft: Stratotanker 135
Operator: Military
Flight plan: IFR
Mission: Refueling
Flight phase: Cruise
Reporter organization: Military
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine
Human factors: Workload
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Overcame Equipment Problem; Flight Crew Regained Aircraft Control; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action
Contributing factors: Weather
Primary problem: Weather

Narrative: We were on a mission flying from ZZZ to ZZZ1. About 30 minutes into the flight we were flying at FL390 on top of a line of storms. At this time we were above the clouds in VMC; speed was approx Mach. 8. We had the radar painting two small cell roughly 20 miles to our left and right. We started to experience light to medium chop for about 30 seconds and then we experienced severe turbulence. We lost approx 1;300 feet in about 3 seconds. At that point we were in IMC in continuous moderate to severe turbulence with heavy precipitation. Airspeed dropped to approx Mach. 73. I then fire-walled the throttles and started climbing; directed the Co-pilot to tell ATC we were experiencing severe turbulence and climbing to FL410. Once we climbed through FL393 we popped out of the clouds. At that point it was clear sky's. I then descended back to FL390 since we were now passed the storms. After the aircraft settled and was in controlled flight; I directed the Boom Operator to check off and to report back with the condition of the passengers in the cargo area. The Boom Operator reported that no one was injured; the wings had no visual damage and that he also confirmed the boom was still stowed. Total persons on board were 9; and again nobody was injured.




Synopsis: KC-135 Captain reported experiencing temporary loss of control due to severe turbulence.
Date: 201212
Local time of day: 0001-0600
Location: EWR.Airport, NJ
Flight conditions: IMC
Weather elements / visibility: Cloudy; Rain
Light: Night
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground EWR
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Confusion; Situational Awareness
Anomaly: Ground Excursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Became Reoriented
Contributing factors: Airport; Chart Or Publication; Environment - Non Weather Related; Weather
Primary problem: Airport

Narrative: I followed the yellow line out after push back in the alley between C2 and C3; and nearly taxied right into a marked off area between A and B taxiways. The line I was following actually became the edge markings for that space. I don't know if this was an old line; the paint was faded; but it was dark and rainy and it was the only line I could see. Very dangerous.




Synopsis: Inadequate or erroneous EWR ramp markings and taxiway lighting during darkness in inclement weather led a disoriented pilot to enter Taxiway Alpha at the RJ instead of U which is poorly designated on the airport diagram.
Date: 201701
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Night
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Landing
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew; Person Maintenance; Person Flight Attendant
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Company Policy; Aircraft; Incorrect / Not Installed / Unavailable Part
Primary problem: Incorrect / Not Installed / Unavailable Part

Narrative: Maintenance ferry flight to ZZZ with ALL flight attendant's and three mechanics on board. On landing (which was smooth) in ZZZ; upon rollout; my Captain and I heard a loud bang (very loud) upon roll out (with the smell of smoke). We cleared the runway and after the landing check list was completed; I picked up the intercom and asked 'What was that noise'? I was informed that it was a service cart that broke loose from the back and traveled down the aisle and hit the cockpit door. I asked if everyone was ok and the answer was yes. After parking and shut down check lists were complete; the Captain and I found the cockpit door was jammed. The mechanics on board used tools to open the door. With my assistance (kicking) we were able to get the door open. Door hinge was broken from bulkhead at bottom. Uneventful from there.  Approach was stable; Auto brakes 2; smooth landing and normal rollout.




Synopsis: Boeing 757 First Officer performing a ferry flight with Flight Attendants and Maintenance personnel on board reported hearing a loud sound and then smelled smoke while on the landing roll out. The noise was caused by a service cart coming loose rolling down the aisle and damaging the flight deck door.
Date: 202001
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: A320
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: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Communication Breakdown; Workload; Distraction; Time Pressure
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Regained Aircraft Control
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We pushed back from ZZZ gate XXX at XA:04Z. Clearance is not required. We had a wheels up time of XA:31Z. During the push I coordinated with Ground Control where they wanted us to park the aircraft after the pushback. Ground Control stated we could keep the aircraft on the uncontrolled ramp until the time came to taxi for departure. The Captain was communicating with the pushback ground crew. The aircraft was stopped; I did not hear 'set brakes' or 'parking brake set; pressure normal' by the ground crew or captain when the aircraft moved forward and then suddenly stopped. The Captain asked the ground crew what just happened. The ground crew responded he thought the parking brake was set at the time the aircraft moved forward. The Captain stated the brakes were not set and that he never stated they were set and reminded the ground crew of the correct phraseology. The Captain also asked if everyone was okay on the ground. The ground crew stated everyone was alright on the ground. We finished the disconnect process and continued with the flight.




Synopsis: A320 First Officer reported a communication breakdown with the ground crew; that resulted in the aircraft rolling after the tow bar was disconnected.
Date: 201501
Local time of day: 1201-1800
Location: BTR.Airport, LA
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class C BTR
ATC / advisory: Tower BTR
Second aircraft: Bonanza 35
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown
Anomaly: Conflict Ground Conflict; Critical; Ground Incursion Runway
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Separated Traffic; Air Traffic Control Issued New Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: A CRJ700 was on 1 mile final Runway 13 cleared to land when I began my final scan.  It was hazy so I waited until I could see the aircraft to double check the gear position.  I did my final scan of the runway when I saw a BE35 just north of the centerline on Runway 13.  I issued the 'Go Around' instruction to the CRJ700 estimated of 1/4 mile final. I then instructed the CRJ700 to climb to 3000 feet and contact departure.  It is my understanding that the ground controller was under the impression the BE35 was at the South Ramp and they were instead at the East Ramp.




Synopsis: BTR Tower Controller reports a runway incursion requiring him to issue a go-around to a CRJ-700 on short final. The incursion was partly caused by Ground Control issuing a taxi clearance to a BE-35 without being clear on the starting point.