elihoole/asrs-aviation-reports huggingface dataset:
Date: 201708
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Rain; Thunderstorm
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Second reporter function: Pilot Not Flying; Captain
Anomaly: ATC Issue All Types; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Procedure
Primary problem: Procedure

Narrative: We were descending through 13;000 ft on the arrival when ATC told us to descend to 11;000 ft and slow to 250. We began the descent and slowed to 250. ATC then asked us what our speed was; and we replied with 250 knots. The controller said we were told to descend to 11;000 ft then slow to 250 knots. Both the Captain and I understood the clearance as descend and slow; not descend then slow. I believe the cause of this event was a very high workload due to thunderstorms ahead of us on the arrival; very busy airspace; and possible nonstandard phraseology.  We should have questioned the controller; about the descent and slow down. Unfortunately both of us thought we understood the controller's instructions. From this point on we will make sure and ask the controller for clarification if there is any question with ATC instructions.


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


Synopsis: CRJ-200 flight crew reported that during descent they misunderstood instructions from ATC.
Date: 201704
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Rain
Aircraft: B767 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Trailing Edge Flap
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During ILS [we] had a trailing edge flap disagreement while at flaps 20 with weather IMC with rain and strong winds. Went around; did checklists; Captain [advised ATC of the situation] because of the poor weather conditions and the flaps were unable to be moved with deteriorating weather and less than [one] hour of fuel onboard.




Synopsis: B767 First Officer reported landing safely after receiving a trailing edge flap disagree warning.
Date: 202010
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: B787 Dreamliner Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: 1 hour prior to planned departure at XA:45Z; we received a Final Dangerous Goods summary after ACARS initialization. That summary had the exact format and information as the planned Dangerous Goods summary example in the FOM. 5 minutes before departure I asked for the final Dangerous Goods summary. After a delay; at XB:52Z; we received another final Dangerous Goods summary. That summary looked exactly like the format in the FOM for the Final Dangerous Goods summary as it included the 'Hazmat loaded by' section.  My concern is that there are two 'Final Dangerous Goods Summary' notifications with different information.  Should an FOM revision be made to reflect the current procedures? In the future; is it acceptable to pushback with a 'Final Dangerous Goods Summary' that doesn't include the 'Hazmat loaded by' section?




Synopsis: B787 Captain reported two Final Dangerous Goods summaries with different information formats provided to Captain.
Date: 201204
Local time of day: 1801-2400
Location: ZLA.ARTCC, CA
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class E ZLA
ATC / advisory: Center ZLA
Second aircraft: Sail Plane
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Workload
Anomaly: Conflict Airborne Conflict; Deviation - Altitude Excursion From Assigned Altitude
Detector: Automation Aircraft RA
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Procedure; Airspace Structure; Human Factors
Primary problem: Airspace Structure

Narrative: I noticed a code of 1202 maneuvering between 16;500 - 17;400 FT in the arrival corridor. I did not observe the code for a few updates; but had called traffic to 2 previous aircraft that descended. I was descending an A319 on top of an aircraft going to ONT. The A319 reported traffic at their altitude. I responded with a traffic call and mistakenly said the glider was going Eastbound. The A319 stated they were responding to an RA and climbing. I reported the traffic was no longer observed and gave the A319 a pilot's discretion to 15;000 FT. I recommend that gliders be able to communicate with air traffic. I also recommend that they have specific areas for gliders to operate that are in less congested areas for safer outcomes.




Synopsis: ZLA Controller described a TCAS RA event apparently triggered by a glider operating close to an Air Carrier descending into ONT; the reporter suggesting that gliders communicate with ATC and be restricted to areas clear of Air Carrier operations.
Date: 201301
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Weather elements / visibility: Snow
Light: Night
Aircraft: Cessna 310/T310C
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Fuel System
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Commercial; Flight Crew Instrument
Human factors: Confusion; Training / Qualification; Time Pressure; Troubleshooting; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Regained Aircraft Control; Flight Crew Overcame Equipment Problem; Flight Crew Inflight Shutdown
Contributing factors: Procedure; Human Factors; Aircraft
Primary problem: Procedure

Narrative: I was cruising at 10;000 FT altitude to return from consulting out of town. I was between layers in a very dark sky. No stars; no ground lights.I was running the starboard engine on the nearly empty aux tank; waiting to change to main tank when the fuel pressure dropped.The engine lost power; I switched the tank fuel valve; engine stopped. I waited for the engine to regain power; but nothing happened. I couldn't see the prop as it was too dark. I assumed that it was windmilling as our training practice engine outs usually had difficulty stopping the windmilling.I concentrated on keeping wings level and the speed up. I gave full power to both engines. I did not feather as I knew that the engine should start up.Center called me stating that I was off course and had lost nearly 3;000 FT. I informed [Center] that I was having some difficulty. They asked if I needed assistance; or needed to declare an emergency. I said not now; I'll call if I need to. They informed me I was 10 miles from the nearest airport.I finally was able to see that the prop was stopped so I hit the starter and the engine started. I informed Center that I was going to climb back to 10;000 FT and continue.The remainder of the flight was normal.




Synopsis: A C-310 pilot intentionally ran a fuel tank dry but the engine did not restart after available fuel was selected. So; after losing 3;000 FT he used the engine starter to regain power and return to his filed altitude.
Date: 201606
Local time of day: 1201-1800
Location: ZMP.ARTCC, MN
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZDV
ATC / advisory: Center ZDV
Second aircraft: B737-800
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Distraction; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Separated Traffic
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Aircraft X AND Aircraft Y were on collision courses at the same altitude! Our supervisor had to call the ZDV supervisor to tell them to tell the controller to separate the two aircraft so there wouldn't be a midair within 30 seconds of crossing the ZMP boundary! The conflict alert went off in ZDV airspace and then they finally descended Aircraft X to FL350. We had westbound traffic at FL360 they needed to miss.Apparently filling out numerous reports and having our supervisors and Area managers talk to the ZDV facility are not working. Something needs to be done to stop this daily routine!




Synopsis: ZMP Center Controller reported an unsafe situation where two aircraft were on a collision course. Denver Center Sector 9 was involved; the ZMP Controller noticed the two aircraft and had the FLM call ZDV Sector 9 to fix the problem.
Date: 202003
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Engine
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Captain; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Weight And Balance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Engine 1 failure on takeoff happened at 600 to 700 feet. We received an ENG 1 Out Message after autopilot went on and we conducted the profile and did everything we needed to do then report back to the field. We ran QRH and after completing all checklists with 2 in and 2 out before we went to land. Detection for me was the yaw movement and having to take off autopilot and hand fly to hold the aircraft stable. Cause was probably a bad engine or worn out or potentially something not being put on correctly since Maintenance said it was a newer engine that was replaced. Reaction was to do the profile and get to a safe altitude and do the checklist and QRH. Suggestions is to recheck all engines in our fleet since apparently that is the 4th engine out we've had in the recent year. Overhear Maintenance talk about it being multiple times this has happened and they mentioned this aircraft also had an engine failure from ZZZ1 to ZZZ so that's very nerve wrecking to know so many of our airplanes are having engine outs recently when for a turbine engine it should happen WAY less of a rate!


Second narrative: After takeoff about 600 feet we heard a loud pop followed by a roll back of the number 1 engine. We ran the checklist while working our way back to the airport. We also ran the overweight landing checklist as we were over 44;000 LBS. We landed and taxied to the gate.


Synopsis: Air carrier Flight Crew reported an engine failure on departure.
Date: 201511
Local time of day: 1201-1800
Location: DTS.Airport, FL
Flight conditions: VMC
Light: Daylight
Aircraft: Small Transport; Low Wing; 2 Turboprop Eng
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class D DTS
ATC / advisory: TRACON VPS
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Altitude Undershoot
Detector: Automation Aircraft TA; Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Environment - Non Weather Related

Narrative: Departing Destin; FL. We got a release from Eglin air force controller while on ground at Destin. The controller asked if we can be airborne in 1 Min. or less; we accepted the release. The clearance to climb to 2000 right turn to 180; departing runway 14. I heard the controller tell another plane of our departure; after takeoff at 500 feet we see 2 military osprees flying in formation at about 1000 feet. along coast line from east to west. Our TA was alerting us and we leveled off at about 500 feet over the water.




Synopsis: The pilot received a TA and leveled off with military aircraft in sight after departing DTS with a clearance from Elgin.
Date: 202112
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Weather elements / visibility: 10
Light: Night
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Initial Climb
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Engine
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot; Flight Engineer / Second Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Sea
Human factors: Time Pressure
Anomaly: Aircraft Equipment Problem Critical; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Took off Runway XX and during the initial climb right before we were 3/4 down the runway and about to turn on course at 500 AGL the engine puttered out. I made the decision to land straight ahead and told ATC we had an engine failure. They told me they would call the fire trucks. I landed at the departure end of [Runway] XY and went slightly off the end of the runway into the grass. The engine came back on and we taxied back onto the taxiway. I called up the Tower to let them know we had landed safely and our engine had restarted. They canceled the firetrucks and I taxied back to the FBO. Everyone was ok and the plane had no damage.




Synopsis: PA-28 pilot reported engine failure on takeoff resulted in a return to the airport and a runway excursion during landing.
Date: 202106
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Weather elements / visibility: Clear; 20
Light: Daylight
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Final Approach
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Aircraft component: Fuel Distribution System
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Other glider and SES
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Object
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At 1;900 MSL heard a thump; 20 seconds later; engine lost partial power; adding throttle did not improve power. Began a descent and located a field. Checked ignition and fuel both were on and appeared OK. Engine now making about 30% power so set up for off field landing. Crossing a fence line I struck a wire about 15 feet in the air. The aircraft shook but no other indication of control problem. Engine now at about 1700 RPM and aircraft able to climb about 100 feet per minute. I elected to head for my home base. Engine RPM still wavering but indicating 1800 so I proceeded straight to [home airport] which was now 9 miles away.Engine steady but still not making full power. I was able to complete a normal landing with no further problem. No injuries and aircraft returned to hangar. Upon inspection; found insect body parts stuck in the fuel vent. Damage confined to skin damage on gear legs and cut on right elevator.




Synopsis: Light aircraft pilot reported returning to departure airport after experiencing loss of engine power.  Post flight inspection revealed insect debris in the fuel vent.
Date: 201603
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
ATC / advisory: Tower ZZZ
Reporter organization: FBO
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Student
Second reporter function: Instructor
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: First solo landing after 27 [flights] under supervision from certified flight instructors; 26 [flights] in the last 7 weeks. Immediately prior to the incident; 7 supervised landings were performed; all at [the home] airport. After normal takeoff and traffic pattern; normal landing was attempted on Runway 03. Aircraft seemed slightly high on approach; lights were white and red. Airspeed was 65 knots when the runway threshold was crossed. As the aircraft rounded out; it ballooned during flare. The aircraft bounced once; came down hard; and exited the runway at an angle of approximately 15 degrees to the left of runway 3; crossing taxiway Alpha and coming to a stop in the gravel separating the ramp from taxiway Alpha. No injuries were sustained. One occupant in aircraft at time of incident.


Second narrative: Student pilot initial solo. Prior to solo flight I (as the flight instructor) evaluated [the student] on his landings in preparation for solo. I noted deficiencies and gave corrective action. After a number of satisfactory landings I felt [the student] would be able to successfully takeoff and land the aircraft under solo conditions. We taxied to parking; shut down and I asked [the student] if he felt comfortable soloing. The decision was made to start the initial solo. I stood by the ramp with a transceiver to listen to radio communication and assist tower if any radio calls were needed. Takeoff and traffic pattern looked normal from the ground. I watched the approach only noting that he was high on glide path. The aircraft rounded out and began to balloon during the flare. It then came down hard and banked to the left where it exited Runway 03; came across Taxiway A (Alpha) and came to a rest in the gravel next to the Ramp. [The student] suffered no injuries.


Synopsis: A student pilot and observing flight instructor reported an unstabilized approach during first solo flight that resulted in a loss of directional control and a runway excursion.
Date: 201410
Local time of day: 1801-2400
Location: VHHH.Airport, FO
Flight conditions: VMC
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Takeoff / Launch
Aircraft component: Autothrottle/Speed Control
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Rejected Takeoff
Contributing factors: Aircraft; Human Factors; Airport
Primary problem: Airport

Narrative: After being cleared for Takeoff from being instructed to 'Line Up and Wait' - I ran the power up to 55% N1 holding brakes due to an extremely heavyweight Takeoff (T/O) at 764;000 with a Stop Margin of: 648 feet. I released the brakes at the same time I depressed the GA switches to engage the Autothrottles but they did not engage until After I depressed the Autothrottles Disconnect Switch and then recycled the switches from OFF to ON. At which time I pulled the power to idle to 'Reject' the T/O at low speed. The aircraft was moving from the initial start T/O position during this time and I did not want to invalidate the Accelerate-Stop distance calculation of 648 FT by applying power a Takeoff Power further down the runway than normal so I decided to taxi off the runway at the next exit and make another Takeoff from the beginning of the runway. Aircraft speed was never greater than 30 to 40 knots during taxi down the runway to exit the runway as instructed by Tower.




Synopsis: When the B777's autothrottles failed to engage promptly on a MTOGW takeoff with minimum stopping distance; the Captain elected to reject the takeoff. A subsequent attempt proved successful with normal autothrottle response.