elihoole/asrs-aviation-reports huggingface dataset:
Date: 201912
Local time of day: 0601-1200
Location: ZZZ.Tower, US
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Commercial Fixed Wing
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown
Second reporter function: Pilot Not Flying; Captain
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Rejected Takeoff
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On takeoff roll at approximately 110 kts; Tower directed an abort due to a potential runway incursion by another aircraft. A rejected take off was accomplished normally. We returned to the gate for additional fuel and required inspections.


Second narrative: We were cleared for takeoff on Runway XXL in ZZZ. I was the PM (Pilot Monitoring)and the FO (First Officer) was the PF (Pilot Flying). We were accelerating to 110 kts when Tower instructed us to abort the takeoff due to an aircraft that had made a wrong turn onto Taxiway November and was about to cross our runway in front of us. We immediately initiated our aborted takeoff procedures and this combined with RTO braking allowed us to stop safely and short of Taxiway November.After clearing the runway; we taxied back to the gate. We coordinated with Operations; Dispatch; the [Assistant Chief] and Maintenance control to have the brakes inspected; determine cooling time required; refuel and plan for the continuation of the flight. We also checked with our FAs (Flight Attendants) and passengers to be sure everyone was OK to continue. We then pushed back and proceeded without further incident.


Synopsis: Air carrier flight crew reported a high-speed rejected takeoff as directed by the tower controller to avoid an aircraft that was about to taxi across the runway.
Date: 201411
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Airspace: Class A ZZZ; Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Flap Control (Trailing & Leading Edge)
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During test flight we tried to actuate the alternate flaps and got a Leading Edge Slat Disagree.  We complied with checklist and tried to extend the trailing edge which also gave us a Trailing Disagree.  We were unable to extend the Slats/Flaps using normal or alternate procedures. Declared an emergency and burned off some fuel to reduce our final approach speeds.  Made a 'practice' No Flap/No Slat approach/Go-around for familiarization of pitch and roll characteristics; came back and landed.  After landing noticed that only the outboard leading edge slats were extended. Unknown what caused the malfunction.


Second narrative: [Report narrative contained no additional information]


Synopsis: B767-300F flight crew reported LE and TE flaps and slats would not extend on approach. An emergency was declared and a zero flap approach and landing safely flown.
Date: 201508
Location: EGGX.ARTCC, FO
Flight conditions: VMC
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
ATC / advisory: Center EGGX
Second aircraft: B747 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Anomaly: Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; General Physical Injury / Incapacitation
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: Prior to entering track D east of entry point PIKIL. Level FL340. Heavy aircraft about 20 miles ahead of us on track D. Heavy aircraft was one mile left of track; in relation to our position. Wind from the north. Our position was one mile right of track. Heavy aircraft moves to centerline of track. A few minutes later wind shifted to the south to the southwest. We encountered the wake turbulence from the heavy 747 aircraft. Flight attendants were told to immediately take their seats over the PA system and the seat belt sign was turn on. I disconnected autopilot and aircraft was banked to left heading towards a 3L offset. The wake turbulence lasted about 25 seconds. ATC was notified about our 3L offset for wake turbulence. We called the flight attendants to make sure everybody was ok. Flight Attendant A told us that all flight attendants were ok and that there were no injuries to passengers or flight attendants.Two hours before landing s flight attendant told me that she might [have] pulled her right calf muscle while trying to get to her jumpseat. At that time she told me that she was ok and she had no pain. She said that she was ok and continue to work the flight. After arrival at the gate I asked her again if she was ok; and she said yes; but told me she was going to file a report with the company to be on the safe side. No assistance was requested from any crew member or passenger.




Synopsis: B777 Captain reported wake turbulence encounter 20 miles in trail of a B747 at FL340; which resulted in a minor injury to a flight attendant.
Date: 202107
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Mission: Personal
Flight phase: Cruise
ATC / advisory: Center ZZZ
Aircraft component: PFD
Component problem: Failed; Malfunctioning
Reporter organization: Personal
Reporter qualification: Flight Crew Commercial
Human factors: Troubleshooting; Workload; Distraction; Human-Machine Interface; Situational Awareness; Confusion
Anomaly: Aircraft Equipment Problem Critical; Airspace Violation All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Departure Airport; Flight Crew Exited Penetrated Airspace; Flight Crew Diverted
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: While flying over ZZZ1; I became task saturated due to a malfunction with the avionics. After being called by ZZZ Center; the comms switched back to the previous control frequency as well as the PFD glitching. While I tried to sort out what happened I missed the call from ZZZ Center I veered off course and by the time I got back in radio contact with ZZZ Center; I was in the restricted airspace and had not responded to multiple attempts from ZZZ Center to contact me due to the frequencies flipping and ultimately flew into restricted airspace. After troubleshooting the comms and PFD; I was vectored out of restricted airspace and resumed en route to my destination. About 15 minutes later the PFD turned into a mix of white and pink lines before ultimately shutting off. At this time I made the decision to turn back to ZZZ where I was sure the conditions were good VFR so I could make a safe approach with the failed instrument.


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


Synopsis: General aviation flight crew reported a problem with their PFD requiring a return to their departure airport.
Date: 201403
Local time of day: 1201-1800
Location: P31.TRACON, FL
Aircraft: Jet/Long Ranger/206
Operator: Air Taxi
Flight plan: IFR
Flight phase: Climb
ATC / advisory: TRACON P31
Second aircraft: Skyhawk 172/Cutlass 172
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Other / Unknown; Situational Awareness
Anomaly: Airspace Violation All Types; Conflict NMAC; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Human Factors
Primary problem: Human Factors

Narrative: While working the Z-AR; the helicopter departed NDZ IFR climbing to 1;700; the pilot reported that he was leveling at 1;100 and a C172 was passing overhead less than 100 FT northwest bound! I informed the helicopter pilot that I had a weak primary and for him to confirm that he was clear of the traffic! The C172 was well inside the Class C!




Synopsis: P31 Controller is informed by the pilot of a helicopter under his control that he is leveling to avoid a C172 passing overhead. The C172 had entered the Class C without clearance.
Date: 201907
Local time of day: 1201-1800
Location: HOU.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B HOU
ATC / advisory: Tower HOU
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: Situational Awareness
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: Other During Takeoff Roll
Result: Air Traffic Control Issued New Clearance; Flight Crew Rejected Takeoff
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Was cleared for takeoff from Tower. After setting TO (Takeoff) power it was evident that [other aircraft] was crossing the runway into our takeoff path. Abort abort was called by me simultaneously Tower instructed to cancel takeoff clearance after we decelerated from 60 knots we smoothly exited at taxiway B. [Other aircraft] was crossing at taxiway C. A call was promptly made to the Flight Attendants to make sure everyone was safe and not alarmed. After confirmation that it was not our error we regrouped and completed the flight. Follow up with Tower as to why the extremely dangerous mistake was made.




Synopsis: Flight Crew flying CRJ-900 encountered 737 crossing runway during takeoff roll.
Date: 201602
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: After we blocked in; a ramp employee stopped into the flight deck requesting a copy of our Cargo Load Report from the previous flight. He advised me that we had failed his audit of baggage being loaded below the cargo fire suppression line in the forward cargo compartment (as it was loaded in Seattle). Apparently several bags were above the placarded limit in the forward cargo compartment. There were not that many bags present (42 standard bags approximately); and the Seattle ramp crew informed us that all bags were below the line when we asked them prior to departure in Seattle.A physical inspection of the cargo compartment in Seattle by the Captain or FO could have prevented the improper load situation; but this was hampered by maintenance delays and other duties in Seattle. I am disappointed that my FO directly asked the ramper in Seattle about the bags being below the line; and that he responded that all were below the line when apparently they were not. I don't believe that our ramp personnel share in our accountability with regard to aircraft restrictions and limitations.




Synopsis: EMB-175 Captain is informed after gate arrival that bags had been loaded above the fire suppression line on their previous leg. The ground had been specifically asked by the First Officer prior to departure if the bags were loaded correctly.
Date: 201708
Local time of day: 1801-2400
Location: ZFW.ARTCC, TX
Light: Night
Aircraft: Military Transport
Operator: Military
Operating under: Part 91
Flight plan: IFR
Mission: Refueling
Flight phase: Cruise
Airspace: Class A ZFW
ATC / advisory: Center ZFW
Second aircraft: Military Transport
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Training / Qualification; Communication Breakdown
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors; Company Policy; Aircraft; Procedure
Primary problem: Company Policy

Narrative: I was the radar controller side with sectors combined at the end of my shift. Aircraft Z was climbing out on the normal departure when I had Aircraft X flight and Aircraft Y together in a block altitude. I believe the altitude block was 24000 to 27000 feet but I cannot remember at the time of writing this. In my opinion there was no loss of separation between Aircraft X and Aircraft Y and Aircraft Z. It is my opinion that Aircraft Z was put at high risk when Aircraft Y/Aircraft X decided to split from their formation and proceed as two separate flights. I asked one to come up center frequency and ident. When the aircraft split and came up on frequency he was inside another sector's airspace and about 45 miles from his lead aircraft. Formation refueling flights are not approved to leave the formation and when prompted by me to explain why he was 40 miles away from his lead aircraft he advised that they missed their flight lead and had 'trouble' rejoining the formation. This resulted in an airspace violation and a pilot deviation. I had primary targets on; but with the workload and all of the primary target clutter; it was not possible to see that the aircraft had left his flight and was off course by almost 50 miles.When an aircraft loses their flight lead; the aircraft instead of not squawking anything should squawk a code that the FAA has not yet come up with. For example; when an aircraft loses their flight lead they could squawk 7900 or some other code to let ATC know that the aircraft has lost their lead aircraft. This could be useful throughout the NAS. In this example; the aircraft was flying alone and in Class A airspace without proper radar identification because this procedure doesn't exist at this time for aircraft to follow.




Synopsis: ZFW Center Controller reported that an aircraft that was part of an aerial refueling mission departed the formation without a clearance.
Date: 201505
Local time of day: 1201-1800
Location: NFW.Airport, TX
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Jet/Long Ranger/206
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Ferry / Re-Positioning
Flight phase: Cruise
Airspace: Class D NFW
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Transitioning East to West through Class D Airspace NFW tower. Contacted tower; [stated] our intentions to transition East to West; tower indicated to proceed as requested. I heard chatter between tower and other air traffic.  I spotted what appeared to be a flight of two aircraft at my 2 o'clock and closing they appeared to be out a ways as I watched closer it looked as though we would cross close to each other. I reduced collective power and began a descent. The two F18 jets came across the front of the aircraft; one rolled up and the other aircraft stayed on course as I was going low. Tower never indicated to me of the two aircraft inbound on what would be the downwind leg to land at the airport. Tower called and said sorry was all and did not indicate to whom they made that call. My aircraft did not have TCAS or radar so I was only reliant on visual separation. When you recognize that an aircraft is at your level and closing; vertical separation is key because it is not easy to see closing speeds. When you see no relative movement regardless of distance make the correction early.




Synopsis: Bell 206L4 pilot reported an NMAC with a flight of two F18s in the pattern at NFW.
Date: 201601
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Rain; Icing
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Returned To Gate
Contributing factors: Airport
Primary problem: Airport

Narrative: While taxiing to runway we encountered a sheet of ice and I lost control of the aircraft. I had the brakes applied and #2 thrust reverser deployed (#1 thrust reverser was MEL'd). The taxiway sloped downward and the aircraft exited the taxiway and came to rest in the snow. Airport subsequently closed due to the nil braking and the other aircraft behind us was towed back to the gate.


Second narrative: During taxi we heard a Mu report (first Mu report received) for [our] runway and decided to pull over into hold area to evaluate and assess risk of Mu report. As aircraft was turned toward hold area; braking was immediately ineffective; braking action was nil. Captain applied reverse thrust (engine 2 only; engine 1 was MEL) and stayed on brakes. Front of aircraft departed prepared surface of hold area at very slow speed. Responding vehicles also reported braking action as nil. Airport then closed due to nil braking.


Synopsis: B737 flight crew reported encountering nil braking action on taxi out that resulted in a taxiway excursion.
Date: 201502
Weather elements / visibility: Rain
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Ramp
Anomaly: Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: Flight Crew Regained Aircraft Control
Contributing factors: Aircraft; Airport
Primary problem: Airport

Narrative: Flight arrived on the gate at approximately XA54. Once the aircraft was at the stop mark; the nose gear was chocked immediately; the Passenger Loading Bridge (PLB) was given a signal to approach; and the main gears were then chocked. Right after the main gears were chocked and as the PLB was a few feet away from the fuselage; the aircraft started to roll back with all the chocks sliding on the contaminated ramp surface. The aircraft rolled approximately three feet before it was apparently stopped by the flight crew with them re-applying the brakes. This is a problem that has occurred time after time here primarily when the ramp is contaminated; but it has also occurred when the ramp is dry. The common denominator in all events is the release of the aircraft brakes that allows the aircraft to roll backwards.




Synopsis: A ramp worker reports that at his location; because of ramp contamination that even after aircraft are chocked; aircraft roll backwards when the parking brake is released. The chocks merely slide along with the aft moving aircraft.
Date: 201305
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: A330
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Turbine Engine
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; Flight Crew Inflight Shutdown; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Approximately five minutes after leveling off at FL360; and prior to entering ETOPS airspace; the Number 1 Engine EPR gauge indicator rolled back to '0' while the commanded EPR stayed at its cruise value. The Number 1 Engine oil pressure indication was '0'; and in the red. The Number 1 N3 indicator also read '0'. ECAM alert ENG 1 FAIL occurred; Captain set thrust to MCT and called for ECAM actions to be performed; First Officer then established contact with Center to obtain a clearance back. Captain then declared an emergency; contacted Dispatch; informed flight attendants and passengers of the return. Relief Officer completed fuel dump procedure checklist while Captain and First Officer completed ENG FAIL Checklist and Over Weight Landing Checklist. Single engine approach and landing accomplished with a normal uneventful landing and rollout.




Synopsis: A330-200 Captain experiences an engine failure leveling at FL360. An emergency is declared and flight returns to departure airport after dumping fuel.