elihoole/asrs-aviation-reports huggingface dataset:
Date: 201912
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Distraction; Situational Awareness
Second reporter function: First Officer; Pilot Flying
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural FAR; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance
Contributing factors: Airport
Primary problem: Airport

Narrative: During a rolling takeoff; the lights on Runway XXR failed. As we were transferring aircraft control from Captain to First Officer; a radio call from the previous takeoff told Tower the runway lights went out. Tower subsequently gave us a 'cancel takeoff if we'd like' instruction.Based upon how clearly we could see; various radio chatter; aircraft position/power (takeoff power set); and inter cockpit communication; I felt the safest course of action was to continue. The fact that the lights had failed on the runway was basically the last thing we registered during our transitional duties and various radio chatter from Airport Operations; Tower; and other aircraft. Albeit nighttime; our ability to discern centerline and runway edge remained clear. Visibility [was] 10 NM plus.


Second narrative: Tower cleared us for takeoff and as we were beginning our takeoff roll the previous aircraft reported that the runway lights had gone out. The tower then said 'Aircraft X; Cancel your takeoff clearance'. We had already begun the roll and both of us could clearly see the runway; so we decided to continue the takeoff and told tower we were doing so; at which time they re-cleared us for takeoff.


Synopsis: B777-200 Captain reported that the runway lights failed during a night VMC takeoff roll. Flight crew decided continuing the takeoff was the safest course of action.
Date: 201706
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
ATC / advisory: CTAF ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Engineer; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Training / Qualification
Anomaly: Ground Event / Encounter Object; Ground Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: Normal landing until approximately 50 ft AGL. Experienced a heat-induced gust upset generating a roll of approximately 20-30 degrees. Recovered [and] continued descent to runway. Touchdown was normal but before tailwheel descended to runway I experienced another upset gust that turned aircraft approximately 30 left of runway centerline. Aircraft speed was such that main landing gear departed runway surface before directional corrections could take effect. Aircraft impacted lighted runway sign and then spun 270 deg clockwise to stop facing across runway on right side of pavement. This flight was conducted after an extended non-flying period. While currency was obtained prior to the flight; sufficient proficiency to operate in high-altitude; relatively hot conditions was not regained. After extended non-flying periods; it is prudent to re-establish proficiency in more benign weather conditions.




Synopsis: Pilot of tailwheel aircraft experienced gusty wind conditions during landing attempt. The main landing gear departed runway surface and impacted lighted runway sign.
Date: 201302
Local time of day: 1801-2400
Location: D10.TRACON, TX
Aircraft: No Aircraft
Reporter organization: Government
Reporter function: Approach; Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Confusion
Anomaly: ATC Issue All Types
Detector: Person Air Traffic Control
Contributing factors: Human Factors; Procedure; ATC Equipment / Nav Facility / Buildings
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: I was working the Dallas North position and Departure 3 came through on the land line to tell me to call for north bound departures. I acknowledged but evidently she didn't hear me because she stayed on the land line and after I talked to several aircraft I answered 'Dallas North' to which the DR3 Controller again told me to call for north bound departures. Unfortunately my answer the 2nd time was something sharp and to get out of my ear but I could still hear somebody in my ear and not hear my aircraft very well. When the DR3 Controller started talking; giving a position relief briefing; transmitting and coordinating with the center it was all coming into my ear; which was very distracting. I yelled at the FLM and at DR3 to stop it but everything looked normal on the DR3 position so my supervisor pressed in the IA button and dialed to deactivate any positions that might have been forwarded to my position. After trying twice; and with nothing happening; a Technician showed up and said to type in IA a number that worked. For a couple of minutes it was very distracting; and although we had no loss of separation; it was not the safest operation; since it is hard to think let along hear an aircraft's reply when you have someone in your ear for several minutes. What can I say; both DR3 controllers said everything looked normal at their position. We don't know how it happened but it did happen. Like I implied earlier; this could lead to a very unsafe situation if it happens again.




Synopsis: D10 Controller described a confused coordination event noting several distracting side conversations possibly caused by flawed position forwarding.
Date: 202109
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Operating under: Part 135
Flight plan: IFR
Mission: Other unknown
Flight phase: Cruise
ATC / advisory: Center ZZZ
Aircraft component: Engine
Component problem: Failed
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Troubleshooting; Workload
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: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Diverted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Approximately 35 minutes into the flight heard a moderate boom sound accompanied by the Autothrottles disengaging; a red A/T flashing on the PFD; a red Master Warming and erratic vibrations. EICAS indications were sporadic as was left engine output. It appeared as though the left engine was attempting to restart itself however was not producing enough thrust to maintain altitude. Initiated a descent and made the decision to divert to ZZZ. Shut the left engine down using the appropriate checklist and received vectors for descent from ATC to land on [Runway] XXR at ZZZ. Cleared the runway and taxied into the FBO without further incident.


Second narrative: Left Engine Failure. Commanded shutdown inflight. Cruising at FL450 a bang was heard followed by vibrations. Engine CAS messages were intermittent.. A decrease in L engine power was evident. Engine checklist for shutdown employed to secure L engine.. Vibrations ceased. After requesting a lower altitude we [requested priority handling] with ZZZ ATC and given vectors to land at ZZZ.


Synopsis: Part 135 Jet Pilot Crew reported an engine failure at cruise altitude on their twin engine aircraft.
Date: 201410
Local time of day: 1801-2400
Location: JNX.Airport, NC
Flight conditions: VMC
Light: Night
Aircraft: Small Aircraft
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Takeoff / Launch
ATC / advisory: UNICOM JNX
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Ground Event / Encounter Person / Animal / Bird
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airport; Environment - Non Weather Related
Primary problem: Airport

Narrative: While taking off on Runway 21 at JNX; we saw a fox on the runway; just left of the centerline. We increased our pitch above normal to avoid a collision. This is the third such incident at this airport in recent history. Another pilot in the school had to wait on the runway for deer to cross a month or two ago. Another pilot this same night; almost hit a fox on the runway about and hour or two after us. I contacted the airport director via e-mail regarding the incident about three hours afterwards. As of mid afternoon the following day; he has not responded. I am concerned that one of my aircraft will hit an animal on the runway at JNX. The airport used to allow hunters to reduce the wildlife population on airport property. As I understand it; that stopped after the 2012 hunting season. There are almost always a large number of birds in the traffic pattern as well. We have had at least three aircraft hit birds in the vicinity of JNX in the past couple of months. All have been reported via the FAA wildlife strike system. Professional(s) should come to JNX and assess the situation before more significant damage to aircraft or injuries occur.




Synopsis: Small aircraft instructor reports conflicts with with wildlife departing Runway 21 at JNX and suggests that something needs to be done to reduce the problem.
Date: 201506
Local time of day: 1801-2400
Location: PHL.TRACON, PA
Flight conditions: VMC
Light: Daylight
Aircraft: Learjet 45
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E PHL
ATC / advisory: TRACON PHL
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Airspace Structure; Human Factors
Primary problem: Human Factors

Narrative: I misspelled SARAA intersection and entered SARRA in the FMS. SARRA is a point in California on a similar heading. After PTW I flew about thirty degrees off course for 10 miles until ATC noticed the wrong track. Consideration should be given regarding the very close spelling of an intersection in the United States that is on a similar heading departing the Philadelphia area heading westbound. Perhaps a rename to one of the intersections with dissimilar spelling would be advantageous; or provide a SID for PNE with SARAA as an intersection in the departure SID.




Synopsis: Lear 45 Captain reported a track deviation related to a misunderstanding of the spelling of an enroute fix.
Date: 201703
Local time of day: 0601-1200
Location: SCT.TRACON, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E SCT
ATC / advisory: TRACON SCT
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Contributing factors: Procedure; Chart Or Publication
Primary problem: Chart Or Publication

Narrative: Aircraft X either did not make or barely made the crossing restriction at ASPEN. This directly led to the controller placing unnecessary attention to the situation to ensure separation. This has been a common problem and when the sector is busy there is a high likelihood of a pilot not being able to make the restriction and conflicting with the SIZLR Arrival. There needs to be speed restrictions built into the DSNEE from both directions; possibly 280 and also 250 kts in the middle of the procedure to ensure aircraft don't slow to 220 kts too early which can cause extreme distress for the controller and force them to vector aircraft in trail off the procedure to ensure in-trail separation. This speed restriction in the middle of the procedure has been a constant issue; not all airliners fly the procedure the same and there needs to be continuity. If there is continuity the controller will be able to leave the aircraft on the procedure more often possibly leading to increased arrival rates.




Synopsis: SCT TRACON Controller reported an aircraft did not make the AASPN crossing restriction on the DSNEE 1 Arrival. Aircraft routinely cannot comply with many restrictions on this arrival.
Date: 202002
Local time of day: 1201-1800
Location: SUX.Airport, IA
Weather elements / visibility: Snow
Light: Daylight
Aircraft: Small Transport
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Flight phase: Taxi
ATC / advisory: Tower SUX
Reporter organization: Government
Reporter function: Ground
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Communication Breakdown; Confusion; Distraction
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Taxiway; Inflight Event / Encounter Weather / Turbulence
Detector: Person Ground Personnel
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Became Reoriented
Contributing factors: Weather; Human Factors; Chart Or Publication; Airport
Primary problem: Chart Or Publication

Narrative: Aircraft X requested taxi from south ramp. I issued taxi instructions to Runway 31 via C; A. Aircraft X requested an intersection departure; I re-issued taxi instructions to Runway 31 at B. Due to the moderate snow and reduced visibility from the Tower cab; I was not able to see Aircraft X from the Tower cab. Aircraft X then asked if Taxiway B was swept or cleared. I asked Airport Sweeper if they had plowed Taxiway B; Airport Sweeper then advised that Aircraft X had turned the wrong direction on Taxiway A and proceeded to the old Taxiway B location which does not exist; but is still depicted on the current airport diagram. If Airport Sweeper had not advised this; Aircraft X would have taxied off of the Taxiway A surface. Ensure the airport diagram is updated in a timely manner to prevent this confusion. Aircraft X is a locally based aircraft and was unfamiliar with the airfield changes; ensure that the local airport authority is keeping airport tenants notified and updated on airfield changes. FAA Central Region Airports Office needs to issue an airport construction diagram as current airfield NOTAMs have been slow to be updated. FAA SUX ATCT Management has verbally been advising ATCS's not to put Airfield Surface NOTAMs on the ATIS broadcast; Airfield Surface NOTAMs in my opinion are critical safety messages; they should not be interpreted by ATCS's whether or not they should go on an ATIS broadcast and should be placed on the ATIS broadcast as written by the issuing authority.




Synopsis: SUX Tower Controller reported an aircraft taxied onto a closed taxiway due to the airport diagram chart not being updated and ATC being instructed not to include the taxiway change on the ATIS broadcast.
Date: 201907
Local time of day: 1201-1800
Location: ZZZZ.Airport, FO
Light: Daylight
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Parked
Airspace: Class B ZZZ
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Hazardous Material Violation
Detector: Person Ground Personnel; Person Dispatch
When detected: Pre-flight; Routine Inspection
Result: General Maintenance Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Service recovery advised me that they had been contacted by [station] ramp regarding the dangerous goods on Flight XX. Apparently they were looking ahead and noticed that there was Class 1.4G explosives and Class 7 radio-actives loaded in the same compartment. This violates IATA dangerous goods restrictions and had to be corrected before flight could depart.[Station] made an error loading the dangerous goods on this flight; would have to contact them for root cause. I notified flight crew as to what was going on; and the [station] ultimately pulled the Class 7 packages off the aircraft and sent new paperwork and weight/balance to the crew.




Synopsis: Commercial Air Carrier Dispatcher reported Hazmat cargo incorrectly loaded Dangerous Goods [DG] in violation of IATA DG regulations.
Date: 201307
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Q400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
ATC / advisory: Ramp ZZZ
Aircraft component: Aileron Control System
Component problem: Malfunctioning; Design
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Maintenance; Person Flight Crew
When detected: Routine Inspection; Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: After arriving we wrote up the aircraft for being misrigged and a slight 'bump' or catch while doing the roll control check. I later checked with Maintenance and saw a photo of what had happened. The aileron control cable was frayed to one strand of wire and left a large 'bird's nest' of wire was built up on the cable. If the strand of wire had snapped there would be no aileron control and no checklist for the emergency. The ailerons most likely would have floated to the up position and acted like spoilers deployed in flight - a grave emergency.   I spoke to the Mechanic about the write up and asked if Bombardier was informed and he said they were. I later spoke to the Captain who did the test flight and he asked if Bombardier was informed and Maintenance said no it was normal (wink; wink). The purpose of this report is to make sure Bombardier and the FAA know about the write up and can conduct an investigation or inspections as needed. It could be poor maintenance; poor design; damage; etc.




Synopsis: A Q400 flight crew felt an abnormal aileron bump or catch which was recorded in the maintenance log. Maintenance subsequently discovered a frayed wire bundle with single aileron control cable strand remaining.
Date: 201502
Local time of day: 1801-2400
Location: ZOA.ARTCC, CA
Light: Night
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZOA
ATC / advisory: Center ZOA
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Communication Breakdown; Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Contributing factors: Procedure; Human Factors; Airspace Structure
Primary problem: Procedure

Narrative: I was working R-44 with training on the D-side.  We have had numerous issues with BUTTES Sector not accepting handoffs on SLMMR1 arrivals until they are less than 10 miles from their airspace.  Aircraft X was less than 2 minutes from entering head on into the side of Buttes airspace.  The D-side called them at least twice before they answered.  My D-side said handoff Aircraft X.  Buttes responded 'Wilco'; hung up the landline; and did not take the handoff.  I asked the D-side what Buttes had said.  He told me wilco.  I said that does not mean anything in this situation.  I got on the landline and yelled 'Handoff' to Buttes.  They accepted the handoff approximately 8 miles from the boundary.   At this point it would have been impossible for me to have kept Aircraft X out of their airspace.   Metroplex changed the NCT boundaries and a couple of NCT Buttes controllers have admitted that they set their scopes up to look less than 10 miles into our airspace.  With an airliner doing over 6 miles per minute;  we really need Buttes to be accepting these handoffs 2.5 minutes or 15 miles from the boundary so we are not having to constantly focus on them and call them constantly with the handoffs.Either make the NCT Buttes controllers look further out into our airspace and accept all handoffs at least 2 minutes before the boundary or move their boundary west or stop descending via and only descend to FL200 (on top of their airspace) and let Buttes descend them.




Synopsis: ZOA controller reports of issues with the BUTTES Sector at NCT not accepting hand offs. NCT controllers admit [according to reporter] not setting up their scopes to see far enough into ZOA's R-44 airspace.
Date: 201702
Local time of day: 0601-1200
Location: ZNY.ARTCC, NY
Flight conditions: VMC
Light: Daylight
Aircraft: Gulfstream G650
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZNY
ATC / advisory: Center ZNY
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Taxi
Reporter function: Check Pilot; Captain; Pilot Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural FAR
Detector: Automation Aircraft RA
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We had to descend with around 1;600 ft/min to achieve the ATC request to level of at 25;000 ft. We were late on reducing rate which triggered a TCAS RA for 300ft climbing. We saw the TRFC so no factor.




Synopsis: G650 Captain reported overshooting their level off at 25;000 feet and received a RA for a climbing aircraft.