elihoole/asrs-aviation-reports huggingface dataset:
Date: 202107
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower ZZZ
Second aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Time Pressure; Situational Awareness; Communication Breakdown; Confusion
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Provided Assistance; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: We were holding short of [Taxiway] 1 on Taxiway 2 at ZZZ. ATC cleared Aircraft Y into position and hold Runway XXL. In the meantime Aircraft Z was on short final to the same runway at approximately 1;500 ft. AGL (just a wag). Aircraft Y turned left on Taxiway 1 and crossed the hold lines for [Runway] XXL and continued till he came to a screeching stop as I assume he then saw the Aircraft Z coming down the ILS. Aircraft Y was well across the hold lines but had not crossed onto displaced threshold portion of the runway. ATC nor anybody else said anything. There was this weird silence; and without hearing anyone else saying anything I keyed the microphone and said 'Hey Aircraft Z go around;' and Aircraft Z immediately started a Go Around. Then finally ATC came on the radio and gave Aircraft Z; go around instructions; and told Aircraft Y that it'll be a few minutes for take off due to wake turbulence. Eventually Aircraft Y was cleared for take off and then we were cleared onto the runway. As we crossed the [Runway] XXL hold lines we saw fresh tire skid marks; approximately 20 ft. in length from Aircraft Y. Interesting thing is Aircraft Y never queried ATC during this event. We happened to have a jump seater commuting home and he provided me some data from the website Flight Aware. Flight Aware shows Aircraft Z at 475 ft. when they started to climb/Go Around; and ATC had previously cleared Aircraft Y to depart. On departure ATC said 'Sorry to Aircraft Z' and Aircraft Y acknowledged with 'Yeah we were confused.' I told/instructed Aircraft Z to 'go around;' after nobody else would say anything and the fact the two planes were on what appeared to be a collision course. It seemed as though ATC was unaware they had two planes going to the same runway.




Synopsis: Captain reported observing a ground conflict and advised a heavy aircraft on final to go around due to an aircraft that taxied across the runway hold lines.
Date: 201306
Location: DEN.Airport, CO
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
ATC / advisory: Ramp DEN
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: During [preparation for pushback] the flight crew released brakes before making contact with the ramp crew. As a result the plane rolled backwards about 6-8 inches almost rolling onto the foot of the ramp service person.




Synopsis: Ground observer reports an aircraft rolling backwards slightly when the Captain releases the parking brake prior to pushback; without communicating with the pushback crew. A foot is narrowly missed.
Date: 201511
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Pressurization System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Walk around by FO was uneventful. Preflight was uneventful. While taxiing out; we received a right pack trip light and followed the QRH to a successful reset. Upon advancing the throttles and commencing the takeoff roll; we received another Right Pack Trip Off light (prior to 80 knots) and elected to continue the takeoff roll since the Right Pack Trip Off light was successfully reset previously. Approximately at or above V1; we received an Auto Fail light on the pressurization panel with associated Master Caution lights. We continued airborne with a normal departure except we leveled off at 10;000 ft and informed ATC of our situation. Upon investigation; we found the Auto Fail light illuminated on the pressurization panel with the digital numbers populated with dashes. We followed the QRH and reset the Right Pack Trip light and the Pack light extinguished. We next turned our attention to the Auto Fail light and following the QRH. We identified and selected ALTN with no changes in the cabin pressure or the panel. We continued the QRH by selecting MAN mode with no changes in the cabin pressure or the panel. The outflow valve remained in the closed position with the valve switch unable to move the outflow valve.We sent an ACARS message to Dispatch and Maintenance and diverted upon their input. Upon descent; the pressure panel seemed to return to normal operations. When we returned to ALTN mode; there was huge change in the cabin pressure and elected to return the switch to manual and leave it there the remainder of the flight. The cabin pressure mirrored the outside ambient pressure and we informed ATC of a shallow descent into ZZZ.Subsequent landing; rollout; and taxi were normal to the gate. No CBs were noted tripped at any time during the incident. No emergencies were declared; no Warning horns sounded; and no Passenger oxygen masks dropped. Upon gate arrival; personal contact Maintenance was achieved and all were briefed and the logbook annotated. Phone contact to Maintenance; Dispatch; Chief Pilot and Chief Pilot on Call was all accomplished shortly after arrival.




Synopsis: B737-700 crew experienced a pressurization failure during takeoff; which resulted in a diversion to a nearby airport.
Date: 202112
Local time of day: 1201-1800
Location: ZZZ.Tower, US
Flight conditions: IMC
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Leading Edge Slat
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Flight ZZZ-ZZZ1. After takeoff on climbout  we got EICAS message 'LE SLAT ASYM'  when commanding flaps up. Started the QRC checklist and advised ATC. Notified passengers; Crew; Dispatch and ZZZ Operations of our plan to return to ZZZ. Finished QRC checklist and landed without incident.




Synopsis: B757 Captain reported on climbout they received a Leading Edge Flap Asymmetry EICAS message and returned to their departure airport and landed.
Date: 201305
Local time of day: 1801-2400
Location: ZAB.ARTCC, NM
Aircraft: No Aircraft
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Other / Unknown
Anomaly: ATC Issue All Types
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Procedure
Primary problem: Procedure

Narrative: When I arrived at work that day I started on position R91/65. In the briefing I asked about a piece of paper that was sitting by the keyboard about a HIBAL launch from NYL. I was told by the Controller I was relieving that they didn't understand the notice so they ignored it. So I turned to the Supervisor and asked for more information about the HIBAL; such as altitude; direction of flight; size of the payload; size of the balloon; etc. He told me that all the information that he had was in front of me. I was quite animate about why we didn't have any other information and I was told because they didn't have any other information and when questioned neither did NYL approach. NYL is very close to the PHX arrival corridor by BZA and also we have a lot of aircraft that travel on J2/J18 in and out of Southern California. So when I pushed further I was told that I was getting excited over nothing and according to the weather people 'thousands of these kinds of balloons launch every day and we only know or hear about 1% of those' and I was told to 'Chill Out' and not worry about it; I was quite angry. I was told not to care or worry about something that could possibly come in close proximity to an airplane? Doesn't that seem unsafe to you? Recommendation; any HIBAL launch should have specific information attached to it especially if it will come in close proximity to airplanes. That way it can be tracked accordingly.




Synopsis: Enroute Controller voiced concern regarding the HIBAL weather balloon release procedure claiming not enough information is provided to the controllers with reference to the launches.
Date: 201405
Local time of day: 1801-2400
Location: DAB.Airport, FL
Light: Night
Aircraft: Small Aircraft; Low Wing; 2 Eng; Retractable Gear
Flight plan: VFR
Flight phase: Climb
Airspace: Class C DAB
ATC / advisory: Tower DAB
Reporter organization: Government
Reporter function: Other / Unknown
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: Air Traffic Control Provided Assistance
Contributing factors: ATC Equipment / Nav Facility / Buildings
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: I was working AD and was asked to amend an aircraft's type aircraft. I made the amendment on Aircraft X from a XXX/X to an YYY/Y. When I did; the aircraft changed from VFR to IFR in STARS but not in the NAS. This isn't the first time this has happened and previous times have been reported to management.Patch the STARS build to prevent type aircraft changes in the FDIO from altering VFR/IFR status.




Synopsis: DAB Controller reports of an computer issue related to STARS. When changing aircraft type; the STARS changes aircraft from VFR to IFR.
Date: 202007
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Aircraft component: Fuel Crossfeed
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Environment - Non Weather Related; Procedure
Primary problem: Procedure

Narrative: Fuel imbalance alert during cruise flight. The #1 main fuel tank was low and the imbalance was approximately 1;450 lbs. Executed the QRH procedure as a crew to correct the imbalance. The fuel cross feed valve had to be cycled twice before the balancing took place.Initially; the fuel crossfeed valve did not appear to be working properly due to having to cycle the switch two times for it to activate. The aircraft had been in storage since April. This was the first passenger revenue flight since April. Recommend testing of crossfeed valves by maintenance prior to returning aircraft stored long term to service.




Synopsis: Air carrier First Officer reported a fuel imbalance in flight required the fuel crossfeed valve to be cycled twice before balancing took place. FO noted that aircraft had been in storage for several months.
Date: 202008
Local time of day: 1201-1800
Location: RAP.Tower, SD
Flight conditions: VMC
Weather elements / visibility: Haze / Smoke; 10
Light: Daylight
Aircraft: Small Transport
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Landing
Airspace: Class D RAP
ATC / advisory: Tower RAP
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private; Flight Crew Multiengine
Anomaly: Conflict NMAC; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was on an IFR flight plan from ZZZ to RAP. Approach cleared me for the visual to runway. I acknowledged. I confirmed airport in sight. Approach said contact tower; I did. Tower cleared me to land; I acknowledged. At about 500 ft. AGL I look more closely and see a passenger jet in position for take off. Tower says go around. I do. At this point I am right of the runway centerline; not wanting to over fly the departing jet or the runway I continue my right turn 360 degrees. Tower cleared me to enter downwind. I didn't catch which [direction]. My call was to stay as far away from the departing traffic as possible. I recalled that one runway was right traffic so I continued my 360 turn. Tower cleared me to land; I acknowledged and landed. On the ground I confirm that runway is left traffic.




Synopsis: Small Transport Pilot reported an NMAC event during landing followed by incorrect traffic pattern entry.
Date: 201507
Local time of day: 1201-1800
Location: PRC.Tower, AZ
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight phase: Taxi
ATC / advisory: Ground PRC
Second aircraft: J3 Cub
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Anomaly: Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: I had just relieved local 1. When I had taken position there was one aircraft on upwind instructed to continue straight out; this aircraft requested closed traffic.  There was on aircraft on final a Cub; this aircraft had been cleared to land RWY 21L.I completed scan of RWY 21L for landing traffic and was instructing upwind traffic to make left closed traffic.  The controller I had relieved was conducting overlap and alerted me to an aircraft encroaching into safety area for RWY 21L at [Taxiway] Delta 3. I quickly instructed the Cub on about a quarter mile final to go around and parallel RWY 21L.  The Cub pilot complied thus preventing a loss of separation on RWY. I then initiated coordination with ground control to continue the C172 across RWY 21L at [Taxiway] Delta 3.This runway incursion occurred when the ground controller decided at the last second to change the taxi route of the C172 as the aircraft was stopping at the hold bars.  The ground controller then instructed the C172 to continue via Taxiway delta; then realized that the aircraft was crossing the hold bars and instructed the aircraft to hold position. Skill enhancement training for this individual to improve pre-planning vs reacting. Improved communication skills and better scanning.




Synopsis: Tower Controller is advised by the Controller he is relieving that a runway incursion is about to occur. As a result; a Cub on short final is sent around. The incurring C172 was confused by the Ground Controller into thinking that a clearance to cross Runway 21L was being issued when it was not.
Date: 201909
Local time of day: 1201-1800
Location: ZOA.ARTCC, CA
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZOA
ATC / advisory: Center ZOA
Second aircraft: B777 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Inflight Event / Encounter Wake Vortex Encounter; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Environment - Non Weather Related

Narrative: Climbing through FL350 we encountered significant wake turbulence that caused the autopilot to disengage. We encountered a pitch down attitude and left and right rolls that culminated in a 'Bank Angle' warning before aircraft was stabilized. We queried ATC and were told that there was a B777 ten miles ahead of us that had not previously been called out to us by Oakland Center.  After stabilizing the aircraft and reporting the wake turbulence encounter to Oakland Center; I contacted the cabin crew to make sure that there were no injuries.  I was told that all three Flight Attendants were fine and that the passengers were doing well with no injuries but everyone was very nervous.  The Captain then made a PA explaining what had happened and that seemed to put everyone in the cabin at ease.  I was the Pilot Monitoring and the Captain responded correctly to the unusual attitude caused by the wake turbulence.  Crew coordination was good and we both credit the recent extended envelope training in the simulator that helped us cope with what could have been a much more significant upset event.  I don't believe that there are any procedures or techniques that would have prevented this.  We were ten miles from the heavy B777 and outside a distance that was concerning or would have caused ATC to point the traffic out to us.  Continued extended envelope training; especially in critical areas like high altitude flight [is advisable].  We will continue to make upset recovery safer.




Synopsis: B737-700 F/O reported encountering wake turbulence climbing through FL350 10 miles in trail of a B777 that resulted in a pitch down and left and right rolls.
Date: 201905
Local time of day: 1201-1800
Location: ABQ.Airport, NM
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C ABQ
ATC / advisory: TRACON ABQ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert
Contributing factors: Human Factors; Procedure; Airspace Structure; Chart Or Publication
Primary problem: Procedure

Narrative: We were cleared for the RNP Z in ABQ from the STAR; TNTOE is the (IF) and also a transition fix on the STAR. We needed some vectors off the STAR to maneuver around some virga and then back direct to TNTOE. The rest of the approach preceded normally and we landed and taxied to the gate. There was no query from ABQ ATC about the approach. We then preceded to ZZZ; and upon arrival I received a phone call from Flight Ops asking us if we knew we had missed a fix on the approach. We were not able to recall any issues with the approach; since we had briefed the STAR approach and transition without any issues. Flight Ops then explained that the FAA knows there are problems with this approach and we are trying to have this approach revised. We never received a route discontinuity when reselecting the TNTOE fix after our vector around the weather; but apparently the issue is the BILDE fix to GERNL (FAP).




Synopsis: Air carrier Captain reported reported incorrectly flying the RNAV (RNP) Z RWY 03 arrival to ABQ airport.  Captain stated they missed a fix; which is reportedly a common occurrence on this arrival.
Date: 202012
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Troubleshooting
Anomaly: Deviation / Discrepancy - Procedural Maintenance; No Specific Anomaly Occurred Unwanted Situation
Detector: Person Maintenance
Result: General None Reported / Taken
Contributing factors: Manuals; Procedure; Human Factors
Primary problem: Procedure

Narrative: I have witnessed a potential for aircraft spoiler damage during flap rigging. When rig boards are installed on aircraft for a mechanical flap rigging the outboard flap rigging task requires you to turn on hydraulics. Even though the manual tells you to keep the spoiler lever at zero; I have witnessed them deploy if the aircraft has been powered up recently during its self-BITE (Built-in Test Equipment) checks. This can cause the spoiler to hit the rig board if installed. The manual does not tell you to pull circuit breakers for the spoilers during rigging; just to put a placard saying not to operate spoilers; but aircraft cannot read placards.[I suggest] a page that requires you to pull and lock out the spoiler circuit breakers. This will prevent any accidental deployment.




Synopsis: Maintenance Technician reported potential for CRJ-700 aircraft spoiler damage during flap rigging.