elihoole/asrs-aviation-reports huggingface dataset:
Date: 201506
Local time of day: 1201-1800
Location: JYO.Airport, VA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Initial Climb
Airspace: Class G JYO
ATC / advisory: CTAF JYO
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: FBO
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Commercial; Flight Crew Multiengine
Human factors: Communication Breakdown
Anomaly: Conflict Airborne Conflict
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Heard traffic make '8 mile call' when holding short. Thinking that 8 miles was more than enough time to safely turn cross-wind and allow traffic to enter downwind with spacing behind me. ADSB installed; no traffic warning and negative visual on the traffic. Other aircraft didn't provide any additional position updates after the 8NM call. Also loss of Situational Awareness (SA) on my part. I assumed he was listening; would make visual contact and enter the down-wind behind me. Turned crosswind at 900 MSL (TPH of 1200) and quickly received call asking if I saw incoming traffic. My reply was 'negative' Other aircraft reported passing behind and 500 above my altitude. After that the other aircraft (Unknown type) which was mistake number 1 when I was holding short; slowed and entered downwind behind me.Lack of SA on both pilots part caused near miss. I failed to determine aircraft type (I'm guessing it was a multi) and with that speed to cover the 8 NM. I wrongly assumed I had enough time and depart and turn crosswind. I also wrongly assumed traffic would enter the downwind behind me. I decided to solo as I needed to regain day landing currency. Having not flown in a while I should have taken an instructor or second pilot as safety observer and second set of eyes and ears.




Synopsis: C172 pilot hears traffic make an '8 mile call' on CTAF at JYO while they prepare to take the runway. Thinking 8 miles was plenty to takeoff and make a crosswind turn the C172 takes off and on turn to crosswind is told by pilot of the other traffic they were cut off by their crosswind turn. The aircraft entering the pattern slows and maneuvers behind the C172.
Date: 201311
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Night
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Air/Ground Communication
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Human factors: Human-Machine Interface
Second reporter function: Captain; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Other / Unknown; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: All three Radio Management Panels (RMPs) [radio] frequency windows went blank and we were unable to change radio frequencies. However; we were still able to communicate with ATC on last assigned radio frequency before windows went blank; then [did communicate] on Guard frequency; and also through relay with other aircraft. We were able to send and receive ACARS messages with Dispatch and Maintenance. Per Maintenance; we attempted a reset of all three RMPs and were able to use VHF-3 for radio frequency changes and communication. We were able to continue and land at ZZZ1.

Callback: Reporter stated the reset procedure for the Radio Management Unit RMPs suggested by Maintenance was to cycle the 'On-Off' power switch and wait five seconds between position selection; before returning to the 'On' position.  Only # 3 RMP was functional for frequency and communications after that on the A320.  The 'on guard' reference was the phrase they use when they monitor 121.5 on Comm # 2 and not meant as a reference to the 'guarded' NAV selection on the RMPs.  Maintenance later replaced the Audio Management Unit (AMU) and # 1 RMP.

Second narrative: We lost the ability to change frequencies on our radios. The [radio frequency] windows were blank. We were able to speak with ATC on Guard [frequency]. Through our ACARS data link we could communicate with Dispatch. After nearly exhausting all of our options to recover the ability to change frequencies; VHF-3 came back to life and the Captain was able to communicate normally. System malfunction.


Synopsis: Two pilots report all three Radio Management Panel (RMP) frequency display windows went blank in flight and they were unable to change radio frequencies on their A320 aircraft.
Date: 202109
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Small Transport; Low Wing; 2 Turbojet Eng
Operator: Fractional
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: EICAS/EAD/ECAM
Component problem: Malfunctioning
Reporter organization: Fractional
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Human-Machine Interface; Distraction; Workload; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: Other Take Off
Result: Flight Crew Overcame Equipment Problem; Flight Crew Rejected Takeoff; Flight Crew Requested ATC Assistance / Clarification; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: As aircraft accelerated; prior to 50 kts.; a red CAS msg (acft configuration) required Pilot Flying to reject the takeoff. After Rejected Takeoff; Pilot Monitoring (SIC/RT SEAT) advised Tower; and taxied clear of Runway. Requested taxi to XXL holding point to consult with Maintenance. The problem corrected itself while discussing with Maintenance. Scheduled flight continued with no further incidents. Always consult with Maintenance with any mechanical issues. Trust and verify.




Synopsis: Pilot reported a rejected takeoff due to an aircraft configuration error message.
Date: 201908
Location: ORD.Airport, IL
Aircraft: B737 Undifferentiated or Other Model
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 Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Anomaly: Conflict Ground Conflict; Critical
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Departing Gate XX clear on right; clear left with vehicle distant left approaching with plenty time to stop. I started to taxi and vehicle sped up and passed me forcing me to stop to prevent my wingtip hitting his vehicle. After I stopped with taxi light on; several vehicles from right did not stop. I had to call Operations to send out a wing walker to stop vehicles so I could taxi out as I had to start moving from a stop several ft. closer to gates. The absolute ignoring of right of way is out of control at ZZZ.




Synopsis: B-737 Captain reported critical ground conflict shortly after beginning taxi for departure.
Date: 201205
Local time of day: 1201-1800
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Weather elements / visibility: Turbulence; 10
Light: Daylight
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Operator: Air Taxi
Operating under: Part 135
Flight plan: None
Mission: Passenger
Flight phase: Initial Climb
ATC / advisory: Tower ZZZZ
Aircraft component: Fuel Selector
Component problem: Improperly Operated
Reporter organization: Air Taxi
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Human-Machine Interface
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: The airplane had been sitting for about 3 hours before I initiated the flight. The passengers were boarded and I started the engine; and began to taxi. I proceeded to do my normal run up and taxied to the approach end of the runway. I noticed the fuel gauge for the right tip tank (the one that I had selected) was reading low however I filled the two tip tanks within 0.6 Hobbs time and there should have been enough fuel to continue the flight. I began my roll out onto the runway and pushed the throttle to the full position; gained airspeed and took off. Upon reaching about 300-400 FT AGL as I was adjusting the mixture throttle and prop to the climb performance setting; the engine began to sputter; I added full power and the engine power came back briefly. Then the engine gave out completely. I noticed the airspeed decrease dramatically so I pitched down to regain my airspeed and I switched from the left tip tank to the right tip tank; and tried to engage the starter as I was pitching down. Once in a nose low pitch attitude I saw that I only had about a 1;000 FT of runway left so I aimed for a landing point and with my airspeed still slow I pulled back to flare over the runway which resulted in a hard landing.




Synopsis: Single engine Part 135 pilot experiences engine failure shortly after takeoff and lands straight ahead on the 8;600 FT departure runway. Takeoff was initiated with the fuel selector to the right wingtip tank which indicated low but should have contained sufficient fuel; a hard landing results.
Date: 201302
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Hydraulic Main System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: During climbout through FL260 we got a Master Caution and HYD Lights. Number 1 HYD engine driven pump Low Pressure light was illuminated and System A HYD quantity was decreasing. QRH procedure was followed and we turned off the Number 1 Engine driven HYD pump. This was a repeat event from the previous aircraft flight and had been down for the last 2 days for maintenance. The previous crew experienced a loss of HYD quantity down to 20% remaining. We decided not to continue the flight over water and diverted back to the departure airport. ATC was very helpful while we dealt with the checklist and company communications. On post flight I noted hydraulic fluid on the bottom of the engine cowling.


Second narrative: During climbout through FL260 got the Master Caution and HYD 6 pack light. Found Number 1 Engine driven hydraulic pump 'pressure low' light on. QRH procedure was complied with and Engine Pump turned to OFF. This was a repeat write-up and the plane had been in maintenance for 2 days to be fixed. Previous crew had a loss of A quantity down to 20% so I elected to return rather than continue over water to destination.


Synopsis: B737-800 flight crew experiences loss of 'A' System Hydraulic pressure during climb out. The QRH is consulted and the crew elects to return to the departure airport due to the flight having an over water segment. The aircraft had just been released by Maintenance after a similar incident two days prior.
Date: 201403
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dawn
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Autothrottle/Speed Control
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: Other Takeoff roll
Result: Flight Crew Rejected Takeoff; Flight Crew Returned To Gate
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: I initiated a rolling takeoff in the displaced threshold section and on the extended center line of the runway. As the engines were spooling through 40% N1; I pressed the TO/GA buttons and the aircraft instantly veered to the right of centerline while accelerating forward. I depressed left rudder to correct and applied increased input to the tiller. With full left tiller applied and no directional correction happening; I rejected the takeoff without further delay. The aircraft came to rest on the right side of the concrete close to the runway edge line. Once stopped; the First Officer called Tower and I informed the cabin to remain seated. We asked Tower to send someone out to see if the aircraft departed any portion of the runway and to check to see if we hit any lights. We then asked the Tower observer to observe proper movement of the nose wheel steering. Once it was determined that all was clear and no damage was incurred; I informed the cabin that we'd need to return to the gate and we taxied back in. I'm not selecting TO/GA anymore until I've run the thrust levers up closer to the actual takeoff N1 setting. From selecting TO/GA to no directional control took less than a second. That happened WAY too fast for my comfort zone!




Synopsis: B737 Captain experienced loss of directional control as the TOGA buttons are pushed during a rolling takeoff. The takeoff is quickly rejected when control cannot be regained with the tiller or rudder input.
Date: 201307
Local time of day: 1201-1800
Location: ZJX.ARTCC, FL
Flight conditions: IMC
Weather elements / visibility: Rain; Turbulence; 5
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZJX
ATC / advisory: Center ZJX
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Distraction; Workload
Anomaly: Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Regained Aircraft Control; Flight Crew Took Evasive Action
Contributing factors: Procedure; Weather
Primary problem: Weather

Narrative: We were on a trip to Florida. [I] had done [a] more intensive weather briefing before leaving. At fuel stop [in] Georgia; did another weather briefing and filed an additional flight plan for the remainder of the trip. Weather briefing was quite detailed and a change of routing was done with helpful suggestion of weather Briefer going to a southeastern flight instead of direct south. For the whole trip south we were able to dodge any major buildups until approximately central Florida. We were advised deviations were OK left and right 20 degrees. Ran into an embedded severe rainstorm with a momentary loss of control due to turbulence (hardest ever encountered in many hours of flying). As soon as control returned ATC gave new clearance and remainder of flight was normal.




Synopsis: An IFR single engine aircraft pilot encountered an embedded thunderstorm over central Florida; momentarily lost control of his aircraft; recovered and continued a normal flight.
Date: 201306
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Aircraft component: Galley Furnishing
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Workload; Communication Breakdown; Confusion
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
Result: Flight Crew Took Evasive Action; Flight Crew Diverted; Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft; Environment - Non Weather Related; Procedure
Primary problem: Aircraft

Narrative: Shortly after the shift turnover as I just finished signing into the computer and bringing up all of the applications I received an ACARS from this flight stating 'Emergency declared smoke in cabin' and I responded 'Rogr...Thnx; Are you continuing.' I never received any other messages from the flight as they were probably busy. To try and get more information I called ATC Flow and the phone was busy. I called Tower and asked if they knew if the flight was headed to their airport; they said yes and they were about to call for the equipment. Turns out there was smoke in the forward galley coming from a galley oven. I write this report because an hour or so after the flight landed I received a call from one of the divert airport chief pilots who during our conversation said that the crew sent some ACARS to me and that I never responded; I only received the ACARS mentioned above. I would like an answer as to why I never received any additional ACARS messages from the flight; dispatchers are here for safety and when it was time to do that I wasn't able to and the crew is out there on their own with no support.




Synopsis: A Dispatcher reported that one of his flight's crew ACARSed him about a galley smoke event and diverted as a result; then he was unable to communicate with the aircraft the remainder of the flight.
Date: 201202
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Learjet 25
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Utility / Infrastructure
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Fire/Overheat Warning
Component problem: Malfunctioning
Reporter organization: Contracted Service
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Engineer
Human factors: Training / Qualification; Troubleshooting; Distraction
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 Took Evasive Action; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After initial level off at FL380; observed a right Engine Fire light indication for several seconds. Warning then ceased. [We] performed fire system test. Left engine checked OK; but right engine would not fire test. All other engine parameters appeared normal; but reduced right engine to idle as a precaution. [We] declared emergency and requested clearance back to departure airport. [We] requested fire equipment. Landed; shut down right engine and exited runway. Airfield Rescue and Fire Fighters performed a visual check of right engine and said it looked normal. [We] taxied to ramp for maintenance. Found broken fire detection loop.




Synopsis: A LR25 right engine fire warning momentarily alerted at cruise but was found to be inoperative after a fire system test so an emergency was declared and the flight returned to the departure airport.
Date: 202201
Location: DEN.Airport, CO
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground DEN
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Confusion; Other / Unknown; Troubleshooting; Workload
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Chart Or Publication; Procedure; Human Factors; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: I don't fly in and out of DEN frequently; but when I do I increasingly hear Ground Controllers getting quite agitated when we call at the spots for taxi. One time a Controller even stated; 'this must be your first time here because you're not supposed to call at the spot; I'll call you'. I've looked through our company pages and 10-9 pages and can't find any reference as to whether or not we are expected to call at the spots. If we are; in fact; not supposed to call; it would be appreciated if a note could be added to the pages.




Synopsis: Air Carrier First Officer reported inadequate DEN hold spot communications procedure charting.