elihoole/asrs-aviation-reports huggingface dataset:
Date: 201512
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Light: Night
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Second aircraft: B757 Undifferentiated or Other Model
Reporter organization: Government
Reporter function: Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Airspace Violation 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 Issued New Clearance; Air Traffic Control Separated Traffic
Contributing factors: Human Factors; Airspace Structure; Procedure
Primary problem: Human Factors

Narrative: We were on noise abatement procedures for midnight operations off ZZZ and ZZZ1. I told ZZZ to hold their night departures because they instantly conflict with ZZZ1 departures. Then I gave ZZZ1 a departure release. About 4 minutes go by and I see a target climbing off of ZZZ. I get a call from ZZZ apologizing for launching an aircraft. On initial contact I turn the ZZZ departure east to a 050 heading because my ZZZ1 departure is climbing fast. If I had not gotten communication when I did they could have potentially hit. As it was I believe standard separation was still lost between the two departures. ZZZ failed to follow a control instruction resulting in an unsafe situation.The noise abatement departure off ZZZ and ZZZ1 are designed in a way that they automatically conflict. I would not be surprised if there is a long history of conflicts like this.




Synopsis: The Tower Controller was supposed to hold a departure but allowed the aircraft to depart. The aircraft was in conflict with a departure from an adjacent airport.
Date: 201201
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Night
Aircraft: Dash 8-200
Operator: Air Carrier
Operating under: Part 121
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Hydraulic System Pump
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Returned To Gate; Flight Crew Rejected Takeoff; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During the takeoff roll #2 ENG HYD PUMP caution light illuminated. We rejected the takeoff at around 40 KTS and exited the runway. We ran the checklists and called Dispatch and Maintenance. Maintenance told us to return to gate.




Synopsis: Dash 8 Captain reported failure of #2 hydraulic pump early in takeoff roll. Aircraft was returned to the gate.
Date: 201206
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Skyhawk 172/Cutlass 172
Flight plan: VFR
Flight phase: Taxi
ATC / advisory: Tower ZZZ
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Procedure; Human Factors
Primary problem: Procedure

Narrative: A C172 came in NORDO. I issued light gun signals and after he was taxiing; I put the light gun away while I cleared another for take off. I noticed that the Ground Controller had grabbed his light gun and was issuing green/red I queried what he was doing and the Controller said he was issuing taxi clearance. I then informed him that he was in fact flashing red/green which means exercise extreme caution. Not a bad thing to flash but the problem was that he wasn't aware that he was flashing the wrong instruction. This Trainee needs more instruction on how to operate the light gun.




Synopsis: A Tower Controller observed a Trainee's lack of knowledge regarding light signals.
Date: 201509
Local time of day: 1201-1800
Location: ORD.Airport, IL
Light: Daylight
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower ORD
Reporter organization: Air Carrier
Reporter function: Captain
Human factors: Situational Awareness; Fatigue
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I taxied out to runway 10L/DD. I always read back taxi instructions and even verbalize upcoming taxiways and clearances as I approach them. We were cleared on to 10L/DD and I taxied into position -only facing the wrong way. My First Officer (FO) thought I may be taking the turn wide. He immediately said something and I turned the aircraft into proper position. My FO told ATC we were making the turn. Once we were in position; ATC asked if we were ready now; and my FO told them we were ready. We took off without further incident.I am afraid I know all too well the runways in ORD. It had nothing to do with lack of familiarity with the airport - even with the unusual taxi due to construction. We announced all clearances and verified all intentions. I have never flown with my FO yet; however; he was very attentive and knowledgeable.But; I believe; after looking back on yesterday; I must have been fatigued. I flew in from [Europe] the day before (I had a couple of days of meetings); spent 15 hours at my house which included laundry; unpacking; making dinner for my children; getting one to swim practice; making breakfast and getting the other off to school; repacking; doing the dishes; and refueling the car; before making the 2 hour journey back to ORD.Simple tasks and words escaped me yesterday; yet I didn't seem to recognize that I was having any sort of problem.I believe I bit off more than I can chew. I am not as young as I used to be and perhaps my ability to bounce back after an overseas flight is not as strong as it once was. (I used to do 5 international flights a month at another airline many years ago). I do think I will need to leave more time for recovery in the future.




Synopsis: Air carrier Captain reported making a wrong turn while taxiing into position for takeoff. Fatigue was cited as a contributing factor.
Date: 202107
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Clear; 10
Light: Night
Aircraft: RV-8
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Taxi
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: RV-8
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Training / Qualification; Situational Awareness; Distraction; Communication Breakdown
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Aircraft
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Aircraft Damaged; Flight Crew Took Evasive Action; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: Chain of Events: During taxi out for a formation flight I was #2 of 6. Taxi was single file with a standard spacing. As we taxied I added a slight amount of power to adjust my spacing from the lead aircraft. The flight lead gave a frequency change while we were in route to the runway. Due to frequency congestion I was not sure I had entered the correct frequency and glanced down to check it. When I looked up the leader had stopped and I immediately cut the power and applied brakes. As I was still closing on the lead aircraft I attempted additional braking which caused the tail to rise and the prop caught the rudder of the lead aircraft. I immediately shut down my engine and advised the lead aircraft to shut down.The lead aircraft had damage to the rudder; vertical stabilizer and elevators.My aircraft had gouges in the propeller and paint on the nose cone and engine cowling.Contributing Factors: Frequency congestion; Momentary distraction; Unbriefed/Called stop by lead aircraft.Corrective Action: Review and modify formation taxi procedures to prevent reocurrance.




Synopsis: Pilot reported distractions lead to a collision on a taxiway with another aircraft during preparations for formation operations.
Date: 201606
Location: ZZZ.Airport, US
Aircraft: No Aircraft
Operator: Personal
Mission: Training
Aircraft component: Powerplant Accessory Gearbox
Reporter organization: Personal
Reporter function: Lead Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
Contributing factors: Aircraft; Procedure
Primary problem: Procedure

Narrative: As reported by a former trainee and my own experiences. During the process of assembling an Pratt & Whitney PW100 gearbox. During the assembly process of the gearbox;(RGB) the process to assemble the 'bullgear' onto the propeller shaft assembly is very detailed as to the specific tools called out in the repair manuals for this model engine series. There are special tools called out by part number during the process.During this process there was a failure of the assembly tool installation due to incorrect pressures being applied to the wrong tooling. The results were the hydraulic ram departed from the containment ram of 25 lbs to crash down upon the bullgear and the propshaft. After reporting the incident the supervisor was briefed and instructed to repair the gearbox as. I have been instructed with the same instructions and I was fired for complaining about the very practices. There is a culture of corruption in place there reporting illegal practices is punished to the point where you either get treated as a 'bad employee who HR was already think of getting rid of'; where paperwork will come out of the blue that suddenly produced to say you're not a proper mechanic. There [are] many cases of used uninspected parts being used to save money through several engine lines. There are many people there too afraid to say anything to keep [their] jobs.




Synopsis: During the process of assembling a Pratt & Whitney PW100 gearbox the incorrect tooling was used and the incorrect pressure was applied causing the hydraulic ram to depart and crashed onto the bullgear and propeller shaft.
Date: 201912
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: FMS/FMC
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Enroute to ZZZ1 at FL340; both Captain and First Officer FMC issues developed into a situation where the navigation to points became unreliable. Autopilot frequently disengaged; safe operation into ZZZZ1 with IFR operations could not be accomplished. Referenced QRH for FMC fail; non-routine landing; and overweight landing checklists. Priority handling was requested; decision was made to divert to ZZZ2 with VFR conditions; and long runway to perform overweight landing. Landing ZZZ2 uneventful; aircraft taken out of service. Photos of FMC values and indications which may have affected navigation attached.




Synopsis: B737 Captain reported a dual FMS failure resulted in a diversion.
Date: 201702
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Final Approach
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter function: Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural FAR
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued New Clearance; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: I was working as a flight instructor supervising from the ground; a student solo flight. This was the student's second solo flight. I had a 2 way hand held radio to monitor the student's communications.As the student was on downwind for right traffic; Runway XXR the controller was trying to work an inbound jet into the traffic pattern and told the student to continue for Runway XXL. The controller didn't say they were changing his assigned runway. Even I thought the controller miss spoke and had meant to say Runway XXR. The student tried to verify which runway; but didn't get a response. Ultimately; he was cleared to land on Runway XXL. At this point; I'm worried about my student's safety because Runway XXL is a short; narrow runway he hasn't gained proficiency on yet. The student was proficient for XXR; which is about 5;900 feet long.My student should have said 'unable XXL; student pilot'; but he didn't say it. I also would have expected him to do his own go-around; but as he approached about 300 feet AGL; it was apparent he was not going around. I briefly thought of using my cell phone to call the Tower; wait for an answer and request that they tell the student to go-around. But things were happening quickly as the student continued approach to XXL. Fearing for my student's safety; I transmitted to Tower on the handheld the following.''Tower; NZZZZZ Instructor; I'm sorry; but I need [student pilot] to go-around.' The Tower then told the student to go-around. The student later landed safely on XXR.I later spoke to the Tower Chief. He said he understood my position and that I thought it was an emergency situation; but technically I violated regulations/law by transmitting on Tower frequency; but he was not going to pursue it.The Tower Chief and my owner of the flight school will have a future meeting to develop procedures for better communications and understanding of how to handle solo student pilots.




Synopsis: PA28 instructor; supervising a student solo from the ramp; reported calling the Tower on a handheld VHF to have his student go-around after the student is cleared to land on the shorter runway.
Date: 201309
Local time of day: 0601-1200
Location: JFK.Airport, NY
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Weight And Balance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Cargo [failed to] include [the weight of a cargo pallet] on our close out [weight manifest].So; about two hours after takeoff we received a new close out with an additional 7;000 lbs of weight from Dispatch; [along] with a new fuel burn etc. Our takeoff [numbers] and runway data seemed not to be a factor; however; this was a significant error of gross weight. In addition; the aircraft was on MEL for an INOP fuel dump system with a takeoff weight restriction. Why did this pallet of weight get missed in the close out? How do we prevent this from recurring?




Synopsis: A B777 departed with an incorrect weight and balance document when load planning failed to include the weight of one cargo pallet.
Date: 201502
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: PA-32 Cherokee Six/Lance/Saratoga/6X
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Ferry / Re-Positioning
Flight phase: Takeoff / Launch
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Aircraft component: Reciprocating Engine Assembly
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Commercial; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical
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
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Taking off; I had rotated and lifted off about halfway down the runway; but stayed close to the runway to accelerate in ground effect; when about 2/3's of the runway down; I lost engine power. The engine was still running at reduced power; but I was descending. Landing straight ahead was impractical; so seeing the highway did not have any cars driving on it; I opted to land on the southbound two lanes. Since the engine was still running; on touch down I taxied to a cross over to clear the road for traffic. Emergency responders were notified; and came to assist in towing the airplane from the road back to the airport.




Synopsis: PA32 pilot experiences a power loss shortly after takeoff and determines insufficient runway remains to land straight ahead and elects to land on an adjacent highway without damage or injury.
Date: 201601
Local time of day: 1201-1800
Location: ZME.ARTCC, TN
Flight conditions: IMC
Light: Daylight
Aircraft: PA-28R Cherokee Arrow All Series
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Descent
Airspace: Class E ZME
ATC / advisory: Center ZME
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 Published Material / Policy; Inflight Event / Encounter VFR In IMC
Detector: Person Air Traffic Control
When detected: Routine Inspection
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Provided Assistance; Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft; Human Factors; Weather
Primary problem: Weather

Narrative: In my duties as a Quality Control Specialist I investigated a Mandatory Occurrence Report (MOR). The MOR was correctly classified as 'Emergency - VFR pilot in or trapped on top of clouds'. The narrative of the MOR indicated that the pilot had been issued the Brasher Warning informing the pilot of a possible pilot deviation; and the pilot was given the phone number of the ARTCC watch desk. The regional Quality Control office requested an audio file of the event; which I attached to the MOR. In addition to the audio file; I created a Falcon 3 (Radar Data replay) with voice to document the event. My initial reading of the MOR (which I believed was a chronological narrative of events) indicated that the Brasher Warning was issued to the aircraft after his safe arrival at one of the airports suggested by the controller. When I reviewed the radar and audio data; I discovered the controller appears to have been directed to read the Brasher Warning to the pilot while he was still attempting to descend below the cloud layers and safely proceed to one of the destinations suggested by the controller. I believe that management's directive to the controller to issue the Brasher Warning to an aircraft encountering weather difficulty; and was being treated as an emergency situation by the controller; resulted in a severe safety of flight issue. I request that all facilities nationwide add a monthly Safety Awareness Discussion item stressing the non-issuance of the Brasher Warning to any aircraft in a critical phase of flight; or involved in an Emergency or Urgency situation (without regard to whether the situation is pilot; controller; or owner initiated).




Synopsis: ZME ARTCC Controller reported a VFR aircraft encountering IMC weather was assisted by ATC to a safe landing. The brasher warning was issued to the pilot as assistance was being provided.
Date: 202109
Local time of day: 1201-1800
Location: SFO.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B SFO
ATC / advisory: Tower SFO
Second aircraft: Widebody; Low Wing; 2 Turbojet Eng
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Anomaly: Conflict Airborne Conflict; Inflight Event / Encounter Wake Vortex Encounter
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach; Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Ambiguous

Narrative: On short final we encountered wake turbulence from a heavy that had landed on the parallel 28R and I executed a go around. The controller told us to fly runway heading and maintain 3;000 ft. As we were climbing we received an RA for traffic that was in the departure corridor at 2;000 ft (a Cirrus). I followed the direction of the RA to descend; the controller gave us a heading of 265 and had the other aircraft do a 360; we then received another RA from the same aircraft when they turned back towards us and we started our climb. I had to descend further and once clear of the conflict we continued the climb as instructed. We were vectored for another visual approach and landed safely. The First Officer had the Cirrus in sight. Wake turbulence dictated a go around and a Cirrus in the departure corridor were the cause of this event. I always anticipate a missed/go around; however I don't believe ATC anticipated us going around and allowed the conflicting traffic to fly through the airspace. I am in no way blaming ATC because that may be standard practice for them.




Synopsis: ERJ-175 Captain reported executing a go-around on short final at SFO after experiencing wake turbulence from a heavy jet on the parallel runway; and during the go-around received an RA from a light aircraft transiting the airspace.