elihoole/asrs-aviation-reports huggingface dataset:
Date: 201304
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Aircraft: B767 Undifferentiated or Other Model
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: Hydraulic System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We got an EICAS message for the R HYD SYS and saw 'LOW LEVEL' annunciated on the status page. After we accomplished the checklist the system seemed to stop leaking at first but later developed [a] slow leak. We finally ended up declaring an emergency and diverting.




Synopsis: A B767 flight crew ultimately declared an emergency and diverted when their right hydraulic system developed an on again; off again leak.
Date: 201307
Local time of day: 1201-1800
Location: GEZ.Airport, IN
Flight conditions: VMC
Weather elements / visibility: 10
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class G GEZ
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Sport / Recreational
Human factors: Distraction; Situational Awareness
Anomaly: Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: After takeoff cruise altitude was established at 2;100 FT on a northeast heading. While focusing on a recently purchased GPS and an inadvertent nose down trim; I lost altitude. Altitude recovery and pull up was at 400-500 FT above ground level. Corrective action is to be familiar with equipment before takeoff and trim aircraft for appropriate flight.




Synopsis: The pilot of a small single engine aircraft became distracted with new navigation equipment and lost altitude; recovering about 400-500 FT above ground level.
Date: 201210
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: EMB ERJ 190/195 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Turbine Engine
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Bird / Animal
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition; General Declared Emergency; General Maintenance Action
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: We were on the arrival segment approximately 15 miles south of the airport; level at 6;000 FT and assigned 210 KTS. We were operating at night in VMC; excellent in-flight visibility and clear skies. With our external lights on; I noticed a single; light gray colored object go past the left side of the aircraft's nose. Immediately we felt and heard a loud impact; then the Number 1 Engine failed. We declared an emergency with Approach. The First Officer was flying with the autopilot on and he continued as the flying pilot throughout the landing. We followed the QRH procedure for the engine 1 failure checklist and did not attempt a relight. We completed that checklist and told the flight attendants to prepare for a normal landing. While attempting to extend slats and flaps; the SLAT FAIL message annunciated on the EICAS. We followed the QRH procedure for Slat Fail; requested the long runway and a 15 mile turn on final approach. Additional intermittent; miscellaneous EICAS messages continued to annunciate that indicated the aircraft may have experienced other substantial damage that we were unaware of and the integrity of the aircraft was in question. In the interest of safety; we completed the slat fail checklist and executed an immediate landing. After landing; emergency personnel inspected and reported no smoke or fire. We taxied to the gate; deplaned our passengers and made the appropriate logbook write-ups.


Second narrative: On downwind leg at 6;000 FT bird strike occurred on left side of aircraft causing #1 engine to fail and damage to left wing.


Synopsis: EMB190 flight crew experiences a bird strike at 6;000 during arrival causing the left engine to fail and damage to the leading edge of the left wing. The engine is shut down and the flight continues to a safe landing at the destination airport.
Date: 202008
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Taxi
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Human factors: Communication Breakdown; Confusion
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Procedure; Staffing; Human Factors; Environment - Non Weather Related
Primary problem: Procedure

Narrative: Began takeoff roll on Taxiway Alpha - went 30 feet and realized I was still on taxiway; I stopped at the same time the Tower was telling me to do the same; I then turned around left at Taxiway G back to H then departed [Runway] XXR.Contributing factors: 1. I am a low-time Tower controlled departure pilot; 2. The COVID scenario changed departure frequency from published XXY.Z to XAB.C.  3.  When I first contacted Clearance Delivery they asked if I was requesting flight following and I affirmed this and the readback from Clearance Delivery terminated in an abbreviated sentence of 'NXXXXX request.'  I waited a time and asked what that meant and the controlled told me he was working on my request and gave the squawk code and the Departure Frequency and to contact Ground.  4.  Ground told me to proceed to XXR via Hotel but didn't tell me to use Alpha or the apron.  I proceeded to Hotel via the apron; did my runup.  I contacted Tower and they cleared me for XXR.  I crossed single-yellow solid/stripped and then proceeded to accelerate down Alpha.  I realized at the same time Tower notified me to stop that I was on taxiway (despite all the signs and my previous awareness that Hot Spot 1 exists and I reviewed that prior to flight) - went about 30 feet.There are many assumptions that are made in communicating with Clearance Delivery; Ground; Tower - some of which are not obvious - the one word 'request' didn't tell me to wait while waiting for the request while he worked on it.  Also; when to change frequencies and when to stay.I spoke to ZZZ controller and he explained to me why XAB.C was given to me rather than published XXY.Z (COVID change); and when to change to Tower frequency without explicitly being told to change frequencies.  This is different than when communicating to ATC while in-flight - they tell you when to change frequencies.




Synopsis: Single pilot reported becoming confused with ATC's instructions because the Controller was using nonstandard COVID induced workload shortcuts at this location.
Date: 202112
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Airspace: Class A ZZZZ
ATC / advisory: Center ZZZZ
Aircraft component: Pneumatic Ducting
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Troubleshooting; Communication Breakdown
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft Other Automation; 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: XA42z: Received ACARS from the flight advising of 'air sys 3 off' alert. I referenced the QRH to determine the consequence. #2 Pack already on MEL so the flight is down to 1 pack. QRH consequences; 'IF MANF FAILED DO NOT REPRESSURIZE; WING ANTI-ICE NOT AVAILABLE; NO FWD CARGO HEAT' I also referenced the MEL for operations with 2 packs inop. FL250 limitation in addition to the above. Contacted Maintenance Operations and asked them to review the ACARS and aircraft systems while I got further information from the flight. Checked with the flight via ACARS; they were able to maintain planned flight levels but had concerns about reaching U.S. if required to descend to FL250. Flight would be able to reach ZZZ or ZZZ1 at FL250 but we also had to consider possible icing probable icing conditions in those locations. Flight called in on SATCOM and I was able to conference in Maintenance to discuss any options the crew may have to cross feed manifolds or regain #3 sys. While they troubleshot the problems I asked to look at west coast including planned destination to see if we could operate non-icing. Response was entire west coast likely to have icing conditions on descent. Maintenance Operations / flight crew unable to restore the #3 air sys. Both Captain and I agreed that a return to ZZZZ or ZZZZ1 would be the safest course due to no wing anti-ice. Finally determined to return to ZZZZ1 with alternate ZZZZ. After initial SATCOM call; we were unable to re-establish comm via SATCOM. Call would drop as soon as the phone was answered. Continued comm via ACARS and eventually established a phone patch via ZZZ2 ARINC.




Synopsis: Dispatcher reported communications failure with a company aircraft experiencing a bleed air system failure; resulting in the aircraft diverting.
Date: 201407
Local time of day: 1801-2400
Location: ZZZZ.ARTCC, FO
Flight conditions: VMC
Light: Night
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: Center ZZZZ
Aircraft component: AC Generation
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Human factors: Troubleshooting; Time Pressure; Workload
Anomaly: Aircraft Equipment Problem Critical; Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Maintenance Action; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We departed on time and after completing our flight duties the other IRO and myself headed back to the main cabin to get ready for our break. While using the lavatory I noticed the lights going out. As I exited the lavatory I also noticed that all the cabin lights were out and the emergency lights were on. At that time we got a call from the cockpit requesting our return. When the other IRO and I returned to the cockpit we were informed of the dual generator failure. I noticed the right generator had the DRIVE light ON and the Captain and First Officer were running a checklist on the left generator. The checklist prompted a reset and after performing it; the generator came back online. After about 2 minutes the left generator went back offline and shortly after that a DRIVE light also illuminated on the left generator switch. At that point; the Captain and IRO started communicating with maintenance; dispatch and Duty Manager; while I assisted the First Officer flying the airplane and communicating with ATC. Shortly after that the Captain made the decision to return to the departure airport. We declared an emergency and started heading back to the airport. I made the flight attendants aware of the plan to return and the Captain made a PA. After that we started getting ready for the air return. We talked to ATC and then started the fuel jettison checklist. We divide the tasks among the 4 of us to get everything accomplished before landing. The fuel dumping took about 25 minutes; time that we used to return back to the airport and get ready for the approach. The approach and landing were non eventful and after taxiing to the gate; we were met there by operations and maintenance.




Synopsis: Both B777's engine driven generators dropped off the line during climb; then were reset but both DRIVE lights illuminated again so an emergency was declared; the QRH completed and the flight returned to the departure airport.
Date: 201512
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: RPM/N1/N2/Etc Indication
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Rejected Takeoff; Flight Crew Returned To Gate; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft; Weather; Human Factors
Primary problem: Aircraft

Narrative: I am submitting this ASAP on the recommendation of the FOQA gatekeeper. Crew was cleared for takeoff. Shortly after applying TOGA thrust; ECAM displayed an N1 overspeed master caution on the number 2 eng. Captain rejected takeoff and exited the runway. Clear of runway the crew explained to the tower the reason for the reject. The crew then shut down the number 2 eng and called mx with the failure. Mx requested we return to the gate. At the gate the captain wrote up the discrepancy in the maintenance log. Both the captain and the first officer thought the a/c was below 80 kts. At the point of the reject. The gate keeper advised the crew [two weeks later] that the actual airspeed was 90 kts with a ground speed of 66 kts. The warning happened just below 80 kts and by the time the captain pulled the power back the a/c accelerated to 90 kts. The captain looked away from the airspeed indicator when the failure occurred so he did not see the speed. The crew thought they were less than 80 kts due to the 24 kt headwind.


Second narrative: We were cleared for takeoff; I was Pilot Flying; I selected TOGA thrust to begin takeoff roll; the engines accelerated normal to TOGA and we began rolling; then almost immediately we got an ECAM for 'Engine 2 N1 over speed' Captain then rejected takeoff by pulling power to Idle and I notified tower of our Reject. We were at a low speed requiring very light braking no reverse; and exited the runway to the right. We went to ground control and were asked reason for the reject; which I responded 'Engine N1 over speed'; we then notified Maintenance and [were] told to return to gate; I notified Ramp control and got taxi clearances to the return gate. I believe the ramp asked if it was a high speed reject and if anyone was hurt; I stated 'it was low speed and everyone was fine no assistance was needed.' At gate Captain entered it in logbook; and conferred with maintenance personnel.


Synopsis: A321 flight crew reported observing a #2 engine N1 overspeed warning during the takeoff roll. The Captain aborted the takeoff and returned to the gate for maintenance. This event was originally thought to be a low speed abort; however the takeoff was actually rejected at 90 knots.
Date: 201207
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dawn
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Initial Climb
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Leading Edge Slat
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Flight Engineer; Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Communication Breakdown; Training / Qualification
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: As the pilot flying; I called for the flaps up. At the same time the pilot not flying (PNF) was contacted by Tower to contact Departure. While answering that radio call; the PNF retracted the flaps and went over the slat gate and retracted the slats unknowingly. A few moments later while the PNF was checking in with Departure; the stick shaker activated and the PLI on the FD turned red and met the FD. After a brief second of trying to diagnose the issue; I realized the PNF retracted the flaps and slats prior to slat retract speed and I immediately lowered the nose and extended the slats. The speed combined with the slat extension returned us to normal profile departure and we then retracted the slats on speed.




Synopsis: After takeoff; an MD-11 Captain; distracted while contacting TRACON; raised both the flaps and slats when only flaps up was called for. The First Officer lowered the nose; extended the slats; and stopped the stall warning.
Date: 201902
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Takeoff / Launch
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict Ground Conflict; Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was holding short of Runway XX preparing for takeoff. I heard Aircraft Y on downwind; then announce his base turn. From previous experience I thought I still had ample time to take off; and announced an immediate departure and that I should be no factor for the landing traffic. As I was on my takeoff roll; the landing traffic said 'I'm right on top of you; I'm going around.' I apologized and continued my takeoff. I suspect he may have turned a tight base and final - but in the future will remember to ask the landing pilot if I have time to take off.




Synopsis: C182 pilot reported a critical ground conflict after starting the takeoff roll with another aircraft on final approach.
Date: 202107
Local time of day: 0001-0600
Location: SFO.Airport, CA
Flight conditions: VMC
Aircraft: B767 Undifferentiated or Other Model
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: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: ATC Issue All Types; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Procedure; Human Factors; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: Coming from the DYMND Arrival for visual/ILS backup to [Runway] 28L. ATC cleared traffic onto 28L for departure. We were around 800 feet on the approach as they began their takeoff roll. Separation looked tight and we mentioned the possible go around. As they rotated and began their climb; we incurred wake turbulence which pushed our limits on a stable approach and would have led to a landing outside of the touchdown zone; a go around was commenced. Returned and landed uneventfully on 28L.




Synopsis: B767 Captain reported executing a go-around from short final at SFO when a departing aircraft's jet blast destabilized their aircraft.
Date: 201309
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Cardinal 177/177RG
Operator: Personal
Operating under: Part 91
Mission: Personal
Flight phase: Takeoff / Launch
Airspace: Class D ZZz
ATC / advisory: Tower ZZZ
Aircraft component: Oil Line
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Private
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Took off from Runway 24L and after reaching approx 1;200 FT ALG and just starting my departure turn to the south I felt oil dripping on my leg. Within seconds I had oil pouring onto my leg and the floor and oil pressure was showing 0. I immediately called Tower who was still in my comm. freq and informed them of the oil in cockpit and 0 oil pressure and that I needed to return immediately. They cleared my direct back to airport and offered 06R the same runway (24L) I had just departed from. I immediately pulled the power to idle; full flaps and made a landing pulling off the runway and shutting down the engine. After being pulled back to the FBO; we pulled the cowl and saw no signs of oil in the engine compartment. Upon further inspection the copper oil pressure tube that comes through the firewall had broken off at the flare and allowed oil to spew into the cockpit emptying almost all 7.5 quarts of oil that were in the engine into the cockpit floor and behind instrument panel.




Synopsis: C177 pilot experiences an oil leak shortly after takeoff with oil dripping on his leg. The Tower is notified and the reporter is able to make 180 degree turn and land opposite direction on the departure runway. Post flight revealed that the oil line that supplies the oil pressure gauge had broken off at the fire wall.