elihoole/asrs-aviation-reports huggingface dataset:
Date: 201704
Local time of day: 0601-1200
Location: LAS.Airport, NV
Weather elements / visibility: Thunderstorm
Light: Daylight
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZLA
ATC / advisory: Center ZLA
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Anomaly: Inflight Event / Encounter Fuel Issue; Inflight Event / Encounter Weather / Turbulence
Detector: Person Dispatch; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Diverted
Contributing factors: Human Factors; Weather
Primary problem: Weather

Narrative: Flight was enroute to LAS as I took over the desk at the beginning of my shift. Noticed thunderstorm north of LAS heading towards the field. I advised the crew when they were approaching BTY VOR that to go ahead and divert to ZZZ. Captain advised me that center had told him that the system was 15 mins out and he would press on to LAS. As he continued to LAS the system was over the field and he was put into holding. Since they had no alternate and were low on fuel he decided to divert to ZZZ. Due to strong headwinds the Captain decided he was going to divert to ZZZ1 (75 miles closer) at which point I agreed and the aircraft landed with 3;200 lbs of fuel onboard.




Synopsis: Dispatcher reported a flight would be impacted by a thunderstorm on arrival; and since the flight had no alternate fuel; the Dispatcher suggested they divert preemptively. The Captain declined; was put into holding; then diverted.
Date: 202004
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Champion Citabria 7ECA
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Takeoff / Launch
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Sport / Recreational
Human factors: Other / Unknown
Anomaly: Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: Other aircraft on ground
Result: Aircraft Aircraft Damaged
Contributing factors: Aircraft; Human Factors
Primary problem: Ambiguous

Narrative: After my aircraft started up and flew itself off the ground; landed; and ground looped without me in the airplane. I inspected the airplane with several other experienced people. We determined that minimal damage occurred and the airplane was airworthy to fly it 10 miles to its home airport. I am a new pilot and first time owner of an aircraft. It is my determination that I made a bad judgment call and listened to others who may or may not have been qualified to give me information that led to me flying the aircraft home. After arriving at my home airport I had determined that extensive structural damage had occurred. I am lucky to have made it home safe and I am waiting for the insurance adjuster to come take a look at the aircraft. This was a learning lesson; and when in doubt don't rely on others who may or may not lack better judgment. This will never happen again!




Synopsis: Aeronca Champ 7AC pilot reported aircraft departure without pilot aboard; resulting in damage to aircraft. Damaged aircraft then flown to home airport.
Date: 201606
Local time of day: 1801-2400
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Weather elements / visibility: 5
Light: Night
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Takeoff / Launch
Aircraft component: Main Gear Tire
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Dispatcher
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Gate Agent / CSR
Result: Aircraft Aircraft Damaged; Flight Crew Rejected Takeoff; General Evacuated
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I took turnover of flight which had been planned and released. The gateway called about one hour prior to departure requesting more payload so a new flight plan was calculated and sent to the gateway. The additional payload that the gateway had requested did not materialize and the captain coordinated with the gateway to add additional fuel. Prior to departure the crew sent a message that they were over there flight planned Estimated Take Off Weight by 300 LBS. I recalculated a flight plan; reviewed the flight plan numbers; runway performance numbers and advised the crew that I showed they were still good to go. On takeoff the aircraft blew a tire; the crew rejected the takeoff and exited the runway.


Second narrative: I was the First Officer (Pilot Flying). Ground operations preflight- briefings; and checklist items were accomplished. I commenced takeoff roll and everything appeared normal through the V1 call by the PM (Captain). Immediately after the V1 call; the Tire Fail aural warning annunciated and the aircraft seemed to veer left and shudder. The Captain initiated reject procedures assuming control of the aircraft. The aircraft did not stop within the confines of the runway and overrun. After coming to stop in the grass; the crew egressed through door 1L.


Synopsis: During takeoff roll in an MD-11F the aircraft veered to the left due to a tire failure.
Date: 202107
Local time of day: 0601-1200
Location: SEA.Airport, WA
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower SEA
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion; Situational Awareness; Troubleshooting
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Equipment Issue
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: ATC Equipment / Nav Facility / Buildings; Environment - Non Weather Related; Airport
Primary problem: Ambiguous

Narrative: I have noticed that there are a number of taxiway signs at SeaTac airport that have taxiway identifiers on only one side of the sign.  For example when taxiing northbound on [Runway] 34C the right turn for Taxiway M is not shown.  However; when taxiing southbound on 16C Taxiway M is depicted on the taxiway sign.  There are numerous signs that exist; with information on only one side; or possibly a sign needs to be installed for some of these turnouts. This is becoming more noticeable as ATC is frequently parking aircraft on taxiways holding short of 16L/34R when their gates are occupied. This can be especially problematic to see a taxiway that is a reverse high speed in the dark and in the rain. Have the Port of Seattle install taxiway signage that is appropriate for each taxiway regardless of the direction of travel so taxiways are easily identified regardless of direction of travel.




Synopsis: Air Carrier Captain reported taxiway identifiers need improving at this location.
Date: 202106
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Flight Crew
When detected: Other Pushback
Result: Flight Crew Overcame Equipment Problem; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Human Factors; Procedure; Company Policy
Primary problem: Procedure

Narrative: Pushed back without the final DG (Dangerous Goods) summary; realized it and stopped the aircraft until the issue was resolved. When I initialized the ACARS during preflight there was a DG sent see printer message but no DG on the printer. My normal procedure is to put this between the throttles until the final is received so I won't forget. The printout was eventually located but I didn't put it where I normally would. We pushed back and I realized we had not received the final. We told ramp we would have to stop until we resolved the issue. We contacted OPS initially; then load planning via ACARS then Dispatch directly. The Load Planner said the final had been sent 15 minutes prior to push; but we didn't get it.




Synopsis: Captain reported push back from gate without required Hazmat documents.
Date: 201408
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Oxygen System/Crew
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Troubleshooting; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: This event occurred in cruise flight at FL360. While donning my oxygen mask in preparation for the First Officer to leave the cockpit; the inflated harness burst and failed. Exercising Captain's Emergency Authority; I removed the mask from its storage compartment and replaced it with the O2 mask from the First Observer's seat; as that seat was unoccupied. After ensuring proper operation of the mask and microphone; we resumed normal operations.




Synopsis: While donning his oxygen mask in preparation for First Officer's break; a B737-800 Captain's oxygen mask inflatable harness burst. An observer's mask replaced the Captain's for the flight's duration.
Date: 201507
Local time of day: 0601-1200
Location: SBA.Tower, CA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Flight plan: VFR
Mission: Training
Flight phase: Cruise
Airspace: Class C SBA; Class E ZLA
ATC / advisory: TRACON SCT
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Student
Human factors: Distraction; Confusion; Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Procedure; Human Factors; ATC Equipment / Nav Facility / Buildings
Primary problem: Procedure

Narrative: I am a student pilot and did my first solo cross country flight today. I was flying to SBA via [Route X] with flight following. I listened to SBA ATIS as I approached and repeatedly requested (3-5 times) a frequency change from SoCal Approach to SBA Approach. I had their frequency on standby and was waiting permission to change frequencies. Finally another aircraft relayed to me the message that SBA Approach was trying to get a hold of me. I immediately replied and changed frequencies to SBA Approach. I am unsure if I violated their airspace in the time that I was awaiting approval to change frequencies. I never heard back from SoCal approach which tells me that they must have terminated my radar services without my knowledge; but I never left their frequency. The only way it could have happened is if they did so while I was listening to SBA ATIS.




Synopsis: Pilot reports of flying under flight following and not hearing a transfer of communications. Pilot is advised by another pilot to contact the approach control he was waiting to be switched to. Pilot is unsure if he violated any airspace during the communication issue.
Date: 201307
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Night
Aircraft: Cessna 152
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Initial Climb
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Reciprocating Engine Assembly
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
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
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Was performing closed traffic patterns at night. After a normal run-up with no abnormal indications; a full traffic pattern was performed to a full stop. We taxied back to the departure end of the runway; and departed for another circuit in the pattern. We had a normal takeoff with no abnormal indications; at full power; and at approximately 500 feet MSL the engine started to lose power and began to sputter; after two seconds of adjusting throttle to remedy a carburetor problem; the engine at full open throttle sounded as if it was at idle and about to quit. With a residential area ahead of the plane; the decision was made to perform a 180 degree turn back to the departure runway for landing. Tower was notified of rough running; sputtering engine that sounded as if it was going to quit; and a return to the runway was going to be performed. But the pilot did not declare an emergency; the Tower declared a level two emergency automatically. The airplane landed on the runway uneventfully and the engine came back with normal power. We were able to taxi under our own power back to our home ramp.




Synopsis: C152 instructor pilot experiences a power loss during climb at 500 FT and is able to return and land opposite direction on the departure runway after notifying the Tower.
Date: 201208
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Instrument and Control Panels
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Confusion
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Became Reoriented; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During approach the flying First Officer noted that he had just seen all PFDs and CDUs blank off then immediately back on. No EICAS or status messages appeared. The rest of the approach was uneventful until touchdown when the autothrottles disengaged automatically. A report was submitted and we asked Maintenance to meet the aircraft so we could further brief them.


Second narrative: All cockpit displays went blank momentarily twice between downwind and final. Upon landing the autothrottles disconnected by themselves. (I always fly with them on; got no warning).


Synopsis: During descent a B777 First Officer's PFD; ND; and CDU momentarily blanked twice then returned to normal. After landing; the autothrottles did an uncommanded disconnect.
Date: 201502
Local time of day: 1801-2400
Location: N90.TRACON, NY
Flight conditions: VMC
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Mission: Cargo / Freight / Delivery
Flight phase: Climb
Airspace: Class D SWF
ATC / advisory: TRACON N90
Aircraft component: Heads-Up Display
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification; Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Speed All Types
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Returned To Clearance; Flight Crew FLC Overrode Automation
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: I was the pilot flying; on departure; instructions rwy heading climb to 3;000 ft. Standard power take off; with a relatively light airplane; using the HUD for departure for currency. Very cold wx; so climb rate very high; leveled off at 3;000; and cleared to 10;000; got a frequency change; clearance direct to next waypoint; all at the same time. Got altitude capture at 3;000; was not watching the FMAs (Flight Mode Annunciator) close enough; the autothrust system stayed in EPR; and airspeed went up to 278 KIAS; we realized that VNAV did not take; even though the PM pushed the switch. Corrected pitch; pulled the power back; & slowed back to 250; got back into VNAV; and continued climb to 10;000 without further incident. Guessing we exceed the 250k speed limit for 15-30 sec. Did not overspeed flaps or slats.Distraction using the HUD; and a very busy couple seconds; with course change; altitude change; frequency change; got task saturated and not paying enough attention to the FMAs. Currency flights; after almost 3 months flying without a HUD. Watching the FMAs more closely. Concentrating on flying the airplane with the HUD; and keeping better scan of flight instruments on the HUD; or quit using HUD; and watch normal instruments; and scan. Remember this scenario; discussed in training; and be more aware of the autothrust FMAs.




Synopsis: Air Carrier Captain reports leveling off at 3;000 feet on departure using the HUD; as he has been flying aircraft without the HUD for several months. VNAV is selected but it is not acknowledged in the HUD and not detected by the reporter. As a result; autothrust maintained climb power at level off and exceeded 250 knots.
Date: 201903
Local time of day: 0601-1200
Location: EWR.Airport, NJ
Flight conditions: VMC
Weather elements / visibility: 10
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B EWR
ATC / advisory: TRACON N90
Second aircraft: Small Aircraft
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Airspace Structure; Human Factors
Primary problem: Human Factors

Narrative: Weather was 250 SCT; visibility greater than 10 miles. Aircraft was 15 miles NW of EWR on vectors for ILS 22L at 5;000 feet MSL; heading 040 degrees. Approach gave a traffic call for a small aircraft at 12 o'clock; 3 miles; opposite direction; level at 5;500 feet; VFR with Flight Following. Both crew members immediately visually acquired the aircraft and the PM (Pilot Monitoring) responded to the ATC call that the traffic was in sight. As the small aircraft passed overhead at 5;500 feet a TCAS RA of 'Monitor Vertical Speed' was received. The PF (Pilot Flying) reacted by maintaining level flight as the traffic passed overhead. The flight landed on 22L at EWR without further incident.RA occurred as traffic passed 500 feet overhead.




Synopsis: Air carrier Captain reported an NMAC with a small aircraft while maneuvering to land at EWR airport.
Date: 201206
Local time of day: 1201-1800
Location: TEB.Airport, NJ
Flight conditions: VMC
Weather elements / visibility: 30
Light: Daylight
Aircraft: BAe 125 Series 800
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B EWR; Class D TEB
ATC / advisory: TRACON N90
Reporter organization: Corporate
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Time Pressure; Human-Machine Interface; Distraction
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew FLC Overrode Automation
Contributing factors: Aircraft; Chart Or Publication; Procedure
Primary problem: Ambiguous

Narrative: We were on [TEB8] departure from TEB. When the pilot flying engaged the autopilot it did not capture the imminent charted altitude restriction. The autopilot was immediately disengaged; and corrective action was taken. During that corrective action; ATC assigned a higher altitude of 3;000 MSL.To prevent this from happening again I will reduce the climb rate on initial departure prior to engaging autopilot [when I am the pilot flying]. When performing pilot not flying duties I will only complete the essential after take-off checklist items when there is a low altitude restriction and will monitor more closely aircraft condition before completing the checklist.




Synopsis: When the autopilot failed to capture a crossing restriction altitude on a TEB SID the flight crew was forced to manually attempt to return to the charted alititude.  ATC assisted by clearing them to a higher altitude.