elihoole/asrs-aviation-reports huggingface dataset:
Date: 202012
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: BAe 125 Series 800
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Aircraft component: Elevator Control Column
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Rejected Takeoff
Contributing factors: Aircraft; Weather
Primary problem: Aircraft

Narrative: Discovered frost on the upper surface of wings during preflight inspection. Planned for a Type I deicing event on the [Deicing Pad] at the approach end of Runway XX. Deicing took four minutes and was completed using 22.8 USG. Takeoff roll was started at XA:00.Upon leaving the deicing pad and headed towards the runway on Taxiway 1; we were instructed by Tower to line-up-and-wait. Prior to entering the runway; were received our takeoff clearance and completed the Before Takeoff Checklist. The FMS calculated takeoff length was 3;753 ft. of an 11;000 ft. runway and V1/Vr/V2 were 112/119/131 kts.; respectively with an FMS calculated takeoff weight of 21;950 pounds and an laptop calculated weight of 21;999 pounds. Acceleration was normal and the usual action and call outs were accomplished. Upon reaching Vr; I applied the appropriate amount of back pressure and there was no elevator response. At that moment; and upon applying even more back pressure (again; no control surface response); V2 was called. Seeing that plenty of runway was left (I'm estimating at least 6;000 ft. remaining); I elected to bring the throttles to idle; deploy the air brakes and declare an abort. The airplane was down to a slow taxi as we exited [Runway] XX onto taxiway 2; estimating at least 3;000 ft. remaining.ATC asked us our intentions; and we responded that we'd like to return the ramp; knowing that a brake inspection would be required; as we had aborted above 90 kts. Upon parking the airplane on the ramp; the fuse plugs did their jobs and the tires of the right main gear deflated. The left main tires have remained intact.




Synopsis: Hawker 800 Captain reported unresponsive elevator during takeoff; following deicing; resulting in a rejected takeoff above V1.
Date: 202105
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
Operating under: Part 91
Flight plan: None
Mission: Ferry / Re-Positioning
Flight phase: Taxi
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Human factors: Time Pressure; Distraction
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Regained Aircraft Control
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I rushed my preflight and missed the tail tiedown.  I dragged the tiedown weight about 50 feet before I realized it was still attached.There were several human factors which led to a hastily/poorly performed preflight.  Reflection upon my day leading up to the flight should have warranted extra patience; but a perceived time frame overshadowed better judgement. 'Got to get there' syndrome got me. and extreme caution and patience will be warranted in the future. I had also not dealt with tiedown ropes in over 15 years.My take away is to calm down and double check everything and not rush anything to do with aviation.




Synopsis: C182 pilot reported neglecting to remove tail tiedown weight prior to taxi.
Date: 201906
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 20
Light: Daylight
Aircraft: Lancair 360
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Passenger
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Fuel Booster Pump
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While in cruise flight at 9000 feet on a north easterly heading; A strong smell (smoke like) was noticed in the cockpit; An emergency was [notified to ATC] with center followed by an normal approach and landing to ZZZ.After landing an inspection was done under the cowling; behind the instrument panel; and as well under the seat pans of both seats; and the tail of the aircraft to look for signs of fire or electrical short circuit or malfunction. No abnormalities were discovered; and the flight was continued. Weather prevented reaching the destination; and a landing stop was made. It was noted the fuel pump vent tube was leaking fuel on the ground in ZZZ1- it is not clear if the fuel pump malfunction was related to the smell in the cockpit. The aircraft is currently having the mechanical fuel pump changed with a new unit.




Synopsis: Lancair 360 pilot reported smoke type fumes in the cockpit resulting in an uneventful emergency landing at a diversion airport.
Date: 201707
Local time of day: 1201-1800
Location: LGA.Airport, NY
Light: Daylight
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B NYC
ATC / advisory: TRACON N90
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While downwind for runway 4 at LaGuardia airport; at 4000 feet; over the Hudson River; roughly abeam Central Park; the flight crew witnessed a drone passing the aircraft off the left side just slightly higher; probably within 150 feet of the aircraft. It was reported to the New York Approach Controller at the time of occurrence.




Synopsis: CRJ-900 Captain reported a NMAC with a UAV in the vicinity of LGA airport.
Date: 201504
Local time of day: 1801-2400
Location: ANC.Airport, AK
Light: Night
Aircraft: Widebody; Low Wing; 4 Turbojet Eng
Operator: Air Carrier
Operating under: Part 129
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Initial Climb
Airspace: Class E A11
ATC / advisory: TRACON A11
Reporter organization: Government
Reporter function: Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Distraction; Situational Awareness; Time Pressure
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Clearance
Contributing factors: Chart Or Publication; Human Factors; Procedure
Primary problem: Procedure

Narrative: Aircraft X departed Runway 7L on the ANCHORAGE SIX SID. The SID states to fly runway heading until 2;000 or TED VOR 4 DME; whichever comes first; then turn right to heading 200. Aircraft X was observed to reach 2;000 about 3.5 miles from the VOR. A low altitude alert alarmed and Aircraft X was issued a low altitude alert. We verified Aircraft X was in the turn to heading 200. The aircraft responded in the affirmative. Aircraft X was observed to pass an estimated 2.8 miles from a mountain at 4;000 where the mountain peak is depicted on our charts as 4;700. This event is not a singular occurrence. The altitude and DME for this procedure is the same as the KNIK9 SID. One SID has the '2;000 or 4 DME - Whichever Comes First' in the narrative of the SID and the other has it in the depiction. I believe this causes confusion to pilots as numerous heavy aircraft wait until 4 DME prior to turning; regardless of altitude. I recommend the charts be changed to both show '4 DME or 2;000 FT - Whichever Comes First' in both the narrative and depiction. I also recommend heavy aircraft not be issued the ANCHORAGE SIX Departure due to unsafe proximity to terrain.




Synopsis: A11 Controller reports of a low altitude alert caused by an aircraft not turning as instructed. Aircraft turned and left low altitude area. Controller reports this is not uncommon for this type of aircraft and recommends this type of aircraft not to be allowed to fly this departure.
Date: 201809
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B757-200
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 Indications
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Situational Awareness; Time Pressure
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: Other Take-off
Result: Flight Crew Rejected Takeoff; Flight Crew Returned To Gate; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Rejected takeoff after a left engine failure alert indication - EICAS (Engine Indicating and Crew Alerting System) message 'L ENG SHUTDOWN.' First saw message appear at approximately 110 knots and rejected with speed reaching between 120-130 knots. V1 was 149 knots. After the aircraft came to a stop the left engine remained running and the EICAS alert indication then extinguished.We taxied clear of the runway and came to a stop on the parallel taxiway. I immediately informed the passengers/crew of the situation. The aircraft at that point would not move further on own power because of what we assumed to be a brake malfunction. ARFF was called to inspect aircraft gear/tires/brakes and reported nothing abnormal. We then coordinated with Company to establish a plan of action to return to the gate.Maintenance was able to free the brakes by pushing the aircraft backwards; and then the aircraft was towed to the gate where the passengers deplaned uneventfully using the jet bridge. Made the appropriate Logbook entries. There were no passenger injuries or complaints.


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


Synopsis: Boeing 757 flight crew reported a false 'L Eng Shutdown' warning message during the takeoff roll; resulting in a high-speed rejected takeoff; and a return to the gate.
Date: 201908
Local time of day: 0601-1200
Location: MKE.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Citation X (C750)
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZAU
ATC / advisory: Center ZAU
Aircraft component: Fan
Component problem: Malfunctioning
Reporter organization: Fractional
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Second reporter function: Captain; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Diverted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Climbing through 16000 ft. near BRTMN intersection the crew alert system displayed a FAN DAMAGE R message. The right N1 began to fluctuate followed by the FADEC FAIL R A message. We contacted ATC and requested divert to MKE. We completed the QRH procedures; briefed the passengers and made an uneventful normal landing.


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


Synopsis: CE750 flight crew reported a received advisory messages resulting in a diversion to a suitable airport.
Date: 201510
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Dash 8-100
Operator: Air Carrier
Operating under: Part 91
Mission: Ferry / Re-Positioning
Flight phase: Taxi
ATC / advisory: Tower ZZZ
Aircraft component: Hydraulic System Pump
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Fatigue; Time Pressure
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: We ferried the airplane with a hydraulic problem. After about two hours in the maintenance hangar; the airplane was fixed and we took off. During that time in the hangar; mechanics ran some tests and pulled the hydraulic standby pumps circuit breakers and did not push them back. During preflight we did not notice that. After landing I noticed there was no standby hydraulic pressure. I checked the circuit breakers: they were out. I called maintenance. Mechanics did not do their part correctly; we did not do ours. For us it was a long day without any meals.




Synopsis: A DHC8-100 Captain reports accepting an aircraft after maintenance for a hydraulic problem and discovers after landing at destination that the standby hydraulic pump circuit breakers were pulled by maintenance as part of the procedure and never reset.
Date: 201807
Local time of day: 0601-1200
Location: ZOA.ARTCC, CA
Aircraft: Medium Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZOA
ATC / advisory: Center ZOA
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Aircraft X was issued direct OAL from FAT Approach and switched to our frequency. The aircraft was then climbed to 170. The performance of the aircraft was substandard and it appeared as if it wouldn't climb through our MIA (Minimum IFR Altitude) box. The R side issued a turn to the north for additional space before the Sierra's became more of a factor. Then the R side asked if the aircraft had the terrain in sight and an expedited climb to avoid the terrain. Aircraft X answered in the affirmative and flew through a 128 box at 120. FAT Approach ensures during the summer or hot days that all [medium transport aircraft] be issued the Coaldale departure off of FAT and they aren't taken off of it. That particular SID utilizes a victor airway northeast bound.




Synopsis: ZOA Controller reported a medium transport aircraft entered a higher Minimum Vectoring Altitude.
Date: 201902
Local time of day: 1201-1800
Location: ZZZ.Airport, 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
Aircraft component: Main Gear Tire
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Returned To Departure Airport; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Landed As Precaution; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: When we were rotating for takeoff; the FO (First Officer) and I noticed a slight vibration that felt like a tire out of balance for just a few seconds. We raised the gear and continued the climb. When I moved the gear handle to off; I noticed the ANTI SKID INOP light was illuminated. After I noticed the light; I heard the aircraft taking the runway after our departure tell Tower there was rubber on the runway. We started putting the vibration; ANTI SKID INOP light; and the radio call from the aircraft behind us together and realized we had a problem with one of a our tires. I pulled out the QRH for ANTI SKID INOP light and completed the checklist. I then called Dispatch and got patched through to 737 [Maintenance Control]. [They] had me check the hydraulic quantities. The A side hydraulic quantity was at 42% and decreasing. We returned to [departure airport]. I gave the aircraft and radios to my FO while I talked to the flight attendants; passengers; and Dispatch. We had a pilot on our jump seat who was very helpful as the PM (Pilot Monitoring) while I was coordinating. ATC gave us vectors. We extended the gear when we descended below 10;000' and slowed to 250K with 20% hydraulic A quantity. FO flew an outstanding approach and landing. The ENG 1 LOW PRESSURE light illuminated on final; so I turned off the ENG 1 pump per the checklist. The A hydraulic quantity showed 0%. We never did get a FLT CONTROL or ELEC 2 LOW PRESSURE LIGHT. We landed overweight at 144;500 lbs with less than 300 FPS sink rate. We stopped straight ahead on the runway and had the fire trucks check out the aircraft. They confirmed we had a left inboard blown tire and hydraulic fluid leaking out of the left gear. Maintenance came out and inspected the aircraft and towed us to [the] gate.




Synopsis: B737-800 Captain reported returning to departure airport after experiencing loss of the A hydraulic system related to a tire failure on takeoff.
Date: 202010
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: B747 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Parked
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
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: Pre-flight
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was occupying the first observer seat for this flight. I was reviewing the material in the briefing package and while I was reading the DOT-SP XXXX; I saw a note saying that only the required crew and essential personnel for this mission was allowed to be on board because we were carrying class one explosives. The Captain communicated with crew support and was told that the 2 pilots deadheading were ok to be on board. The Captain obtained time and initials from a chief pilot to 'authorize' the 2 deadheaders to remain on board. We then took off and flew to ZZZZ without any other issues. With the information available to us now; deadheaders are not allowed to be on board the aircraft when Class 1 explosives are on the airplane.




Synopsis: B747 First Officer reported Chief Pilot authorized two deadheading crewmembers on flight that allows only required crew due to Class 1 explosives on board.
Date: 201910
Local time of day: 1201-1800
Flight conditions: IMC
Weather elements / visibility: Cloudy; 5
Light: Night
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
ATC / advisory: TRACON ZZZ
Aircraft component: Autopilot
Component problem: Malfunctioning
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: Confusion; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew FLC Overrode Automation; Flight Crew Took Evasive Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Doing ILS approach Runway XX at ZZZ at night at minimums conditions overcast at 200 ft. and 5 sm visibility between 600 and 400 feet the nose of the plane pushing down rapidly and we got 'Terrain Terrain' and Pull up EGPWS warning.Also at arriving at our diverted airport ZZZ1 at the moment to capture the ILS Runway XY the localizer couldn't keep the needle centered; chasing left and right. We had to disconnect autopilot and fly aircraft manually. Weather was overcast at 600 ft.Autopilot system malfunctioned.At ZZZ approach we have to execute an escape maneuver and go around and divert to alternate airport ZZZ1.As I mentioned above during both approaches we encounter autopilot; localizer and glide slope indication malfunctions; which is not safe under the weather conditions.




Synopsis: ERJ145 First Officer reported autopilot and navigation malfunctions during approach that resulted in a diversion.