elihoole/asrs-aviation-reports huggingface dataset:
Date: 201411
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Normal Brake System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Commercial
Human factors: Situational Awareness; Confusion
Second reporter function: Pilot Not Flying; Captain
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Rejected Takeoff; Flight Crew Returned To Gate; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On the takeoff roll; as the pilot flying; just prior to 80 knots both myself and the captain felt a jolt that seemed like a brake had engaged. I was asked if I had my feet on the brakes; to which I responded no. Shortly after the brief discussion we encountered a more pronounced sensation that was longer in duration. At that time the captain assumed control of the airplane an accomplished the rejected takeoff. I contacted tower to advise of the rejected takeoff and; then spoke with the flight attendants to advise of the situation. We then returned to the gate and deplaned normally.


Second narrative: During takeoff roll; the First Officer was the Pilot Flying; there was a slight braking application and I asked the FO if he applied brakes (this occurred at about 80kts; causing me to miss the 80kt call out); about the time he responded no another braking application was felt; this time more severe and for a longer period of time; and the takeoff was aborted. The FO advised the tower and the flight attendants in that order. We then taxied back to the gate and maintenance control was contacted; passengers deplaned normally. This was not a 'text book' abort situation in that there were no aural warnings; no warning or caution messages; and it wasn't obvious that the braking application wasn't pilot induced until discussed. Once it was determined that it wasn't pilot induced and it happened a second time; the decision to abort was made and executed as per the rejected takeoff profile. The First Officer did a great job of communicating with the tower and the flight attendants as time allowed. Maintenance said nothing obvious was broken but they suspected a brake control valve to be the root cause.


Synopsis: CRJ-900 flight crew experiences a possible brake application during takeoff with the First Officer flying; who denies touching the brakes. When a second more vigorus application is felt the Captain rejects the takeoff.
Date: 201307
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: SA-227 AC Metro III
Operator: Air Carrier
Operating under: Part 135
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Landing
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Training / Qualification
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Object; Ground Excursion Runway; Ground Incursion Runway; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Visual approach and landing were normal as was first part of rollout. During deceleration I observed aircraft deviating from centerline and made an effort to keep aircraft centered; but it continued to track towards runway edge. The aircraft eventually departed a paved portion of the runway (nose gear stopped on grass adjacent to runway) and propeller struck an elevated runway position light. There were no injuries. Damage amounted to two blown main landing gear tires and scratches on one propeller. The winds were calm; ceiling and visibility better than 5000/5; runway clear and dry. It is my belief that the aircraft was free of mechanical defects and the cause of this event was my inability to maintain directional control during rollout portion of landing. I believe inadequate or insufficient training in the area of ground handling/characteristics contributed to this event. At the time of the event I had roughly 40 hours total time in this type and had been struggling with ground control issues for the entire time.




Synopsis: SA227 Captain reported he had directional control difficulties after landing; resulting in two blown tires; runway excursion; and contact with a runway light.
Date: 201404
Local time of day: 1201-1800
Location: ZAU.ARTCC, IL
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZAU
ATC / advisory: Center ZAU
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We received a clearance to descend to FL240 and then descend via the Korry 3 arrival. We were currently at FL270; I set 24;000 in the altitude selector; we both verified the altitude; and then I asked the First Officer if he wanted me to select a different altitude for the Korry 3. He told me to set 10;000. I set 10;000; we again verified the altitude; and then failed to immediately descend to 24;000. The First Officer was discussing something with the jumpseater. I was distracted by constantly listening for our new call sign; and didn't notice that he didn't descend immediately. It wasn't but a minute or two; and ATC queried us on our clearance. We verified it and the First Officer started descending. The added concentration of listening for [for our new call sign] is a distraction in itself. Obviously paying more attention would avoid this situation from recurring.




Synopsis: CRJ-700 Captain reports being cleared to descend now to FL240 then descend via the KORRY 3 arrival. A cockpit discussion with the jumpseater results in the descent not being initiated until reminded by ATC.
Date: 201712
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: Bell Helicopter 407
Flight phase: Parked
Aircraft component: Fuel Tank
Component problem: Improperly Operated
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Maintenance
Detector: Person Maintenance
When detected: Routine Inspection
Result: General Maintenance Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: [A technician] notified me during a Post Flight/Preflight inspection; a Blue shop Rag was found in the fuel cell of Bell 407. He was able to fish the Rag from the fuel Cell and further inspected the fuel cell for any other Foreign Object or Debris (FOD). None was found. He replaced the Airframe fuel filter with no faults noted during inspection of removed filter. A review of records indicated I was involved in fuel cell maintenance performed on this Aircraft on; approximately [few] months prior. The maintenance performed as I recall; was an A Inspection which included a Fuel Cell quantity harness replacement and Fuel cell cleaning due to fungus growth. This maintenance was specific line items in the Inspection. As I recall; no Blue Rags where ever put in the fuel cell for the cleaning of the fungus growth. It was performed using white lint free cloths until all fungus growth was removed. No rags were needed for the Fuel Quantity harness replacement. An FOD check was completed prior to closing the fuel cells up and no discrepancies were noted.I am not sure how a Rag ended up inside the fuel cell.Since I am not sure how a rag ended up in the fuel cell; I do not have any recommendations to remedy the issue. However; if the rag was placed in the fuel cell and missed before being closed up during the maintenance [inspection]; my recommendation would be to include a section on the inspection checklists where panels or fairings accessed or removed could be noted. This section could also include an 'Okay to Close' block much like how our 'CYA' or 'RII' inspections are used which would note the area is free of FOD.




Synopsis: A Maintenance Technician reported that a rag was found in the fuel cell of the helicopter he was inspecting.
Date: 201606
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Baron 55/Cochise
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Aileron Control System
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During a routine training flight; while doing unusual attitudes the ailerons momentarily locked up. In order to break the ailerons free it took a lot of pressure. I advised Air Traffic Control of the situation and reported that I was not declaring an emergency at that time but that the situation was urgent. Upon touchdown and taxi in to the ramp; I was met by emergency crews who needed various information. Maintenance inspected the airplane and determined that lock up in the controls was caused by the aileron linkage behind the dash was getting caught on a fuel pressure gauge line. Maintenance repaired the defect. In hindsight; the only thing I would have done differently would be that I would declare an emergency in order to be ATC's priority.




Synopsis: BE55 instructor pilot reported the ailerons locked up and it took considerable effort to break them free. Post flight inspection revealed the aileron linkage was caught on a fuel pressure gauge line.
Date: 201408
Local time of day: 1801-2400
Location: EWR.Airport, NJ
Flight conditions: VMC
Light: Daylight
Aircraft: Small Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B EWR
ATC / advisory: Tower EWR
Second aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Confusion
Second reporter function: Pilot Flying; Captain
Anomaly: Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Runway
Detector: Person Air Traffic Control
When detected: In-flight; Taxi
Result: Air Traffic Control Separated Traffic
Contributing factors: Procedure
Primary problem: Procedure

Narrative: Aircraft X was on approach to Runway 22L; Aircraft Z was cleared for takeoff on Runway 22R from intersection Whiskey. I side stepped Aircraft X to Runway 22R because a heavy jet was in trail and gaining on Aircraft X. Aircraft Y was rolling out on Runway 22L and turned off at November. I first instructed Aircraft Y to hold short of Runway 22R then scanned the radar and observed that Aircraft X was still on a 2 mile final and I had time to get Aircraft Y across Runway 22R before Aircraft X landed. I forgot about Aircraft Z and did not pick him up on my visual scan when I went to look for Aircraft X. The cab coordinator advised me that Aircraft Z was rolling and I instructed Aircraft Y to hold short of Runway 22R; visual observation indicated that Aircraft Y would not be able to stop in time. I then canceled takeoff clearance on Aircraft Z and sent Aircraft X around. The ASDE-X alerted after the takeoff Aircraft Z stopped at the intersection of Taxiway Golf. The strip movement and placement were in accordance with the SOP; I forgot about Aircraft Z. The aircraft must have been between two windows and was blocked out by the mullion between the windows. I need to move around when I scan which would allow me to pick up situations hidden behind the mullions when doing a visual scan.


Second narrative: Landed 22L and exited at November high-speed. Approaching the crossing for 22R on November; ATC instructed us to cross 22R without delay; hold short PA; and in the middle of this transmission; instructed us to stop and hold position. We stopped after crossing the hold short line; but were still clear of the runway. Another aircraft that had been given a takeoff clearance for 22R was told to cancel takeoff clearance. They did abort their takeoff. Another aircraft was on final for 22R and was told to go-around.We followed ATC instructions without realizing the aircraft on 22R had been given a takeoff clearance.


Synopsis: EWR Controller reports of a situation where he forgets about an aircraft that is departing while he tells a landing aircraft to cross the departures runway while another aircraft is on final. Controller aborts the departure; sends the arrival around; because crossing traffic has passed the hold short bars.
Date: 201301
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Windshear; 10
Light: Daylight
Aircraft: PA-25 Pawnee
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Other Banner Tow
Flight phase: Landing
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial
Human factors: Training / Qualification
Anomaly: Ground Event / Encounter Other / Unknown; Ground Excursion Runway; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Regained Aircraft Control
Contributing factors: Human Factors; Weather
Primary problem: Weather

Narrative: At the time of landing there was a gusting crosswind. Upon landing the plane  was fine until I completely pulled out the power and tried to slow. I got hit by a gust of wind and was blown towards the taxiway and ramp area. I then corrected; caught another gust; and was thrown onto one wheel and pushed back towards the safety area and a runway sign. The wind gust was too much to fight with so little power so in order to keep the plane and airport taxiway sign from coming close to each other I simply went with the wind and taxied into the grass. The airplane and airport were fine; no damage to either. I then asked to taxi back onto the runway and to the taxiway but was asked to wait for airport operations. Operations came and I was approved by them and the airport Manager to proceed to my FBO. The fire department then stopped me; made me shut down my engine; and would not let me proceed even though there was no damage and I had the instruction to continue to taxi. The fire department was very non-compliant with airport Operations and was trying to control a situation that they had no information about. They were told several times by Operations that I was cleared to go and still they refused to let me taxi or even help me get my plane off the runway area so the airport could continue to be used. While waiting for the fire department to remove their equipment from the runway I was able to push my aircraft into the non-movement zone and taxi to my FBO. The true hazard that occurred in this event was the Tower's call to say there was an emergency and then after being informed that there was no damage to either plane or airport;  not calling off the fire department.




Synopsis: PA-25 pilot reported losing control of his aircraft after landing in gusty winds; resulting in excursion from runway. No damage reported.
Date: 201711
Local time of day: 1201-1800
Location: EWR.Airport, NJ
Flight conditions: IMC
Light: Daylight
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZNY
ATC / advisory: Center ZNY
Second aircraft: B777 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Captain; Pilot Not Flying
Anomaly: Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Separated Traffic; Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Environment - Non Weather Related

Narrative: Flying the Williamsport arrival into Newark. NYC cleared us to descend from 31;000 to 25;000 just past SLT. As we initiated the descent we entered the wake turbulence of a preceding company B777. The aircraft rolled right to 35 degrees of bank. The autopilot disconnected and BANK ANGLE was announced over the speakers. The flying pilot recovered the aircraft to normal flight parameters and the autopilot was reengaged. We queried NYC as to what type aircraft we were following and advised them we encountered wake turbulence. We were then given a 2 mile right offset for the remainder of the arrival.


Second narrative: [Report narrative contained no additional information.]


Synopsis: B737 flight crew reported encountering wake turbulence at FL310 7 miles in trail of a B777 on arrival into EWR.
Date: 201703
Local time of day: 1201-1800
Location: ORF.TRACON, VA
Flight conditions: VMC
Weather elements / visibility: 40
Light: Daylight
Aircraft: M-20 J (201) / Allegro
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ORF
ATC / advisory: TRACON ORF
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
Human factors: Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Traveling south on V1 [near the CCV VOR]. Aircraft passed underneath northbound on V1. Aircraft was not talking to ATC. ADS-B did not show the traffic. Norfolk Approach did not mention the traffic. They did mention other traffic just prior also north bound on V1.Appeared to be composite airframe. Not sure of the type or brand. It was single engine. Could not tell if it had fixed gear or retractable because I was looking down on it.




Synopsis: M20J pilot reported a NMAC with a single engine aircraft in the vicinity of CCV VOR at 6;000 feet.
Date: 201202
Local time of day: 0601-1200
Location: L19.Airport, CA
Flight conditions: VMC
Weather elements / visibility: 7
Light: Daylight
Aircraft: Bonanza 36
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Final Approach
Airspace: Class G L19
ATC / advisory: CTAF L19
Second aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Reporter organization: FBO
Reporter function: Pilot Not Flying; Instructor
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was on a training mission with a student. I was directly over head of L19 and made a radio call on CTAF; 'Wasco traffic call sign xxx directly over head at 4;000 FT doing a simulated engine failure to low approach to Runway 30 Wasco.' Looking for traffic I noticed an agricultural plane clearing Runway 12 and taxied to the run up of 30. I made another call; 'Wasco traffic left downwind simulated engine failure to Runway 30 Wasco traffic.' Turning base to final I made another call; 'Wasco traffic final 30 simulated engine failure Wasco.' At 300 FT the yellow agricultural plane took the runway and began his takeoff roll; at that point I took control of the plane and executed a go around off setting to the left of the runway. The agricultural plane made no radio calls and climbed to approximately 200 FT AGL. At the departure end of the runway he did a 180 degree turn and over flew the runway and departed south.




Synopsis: BE36 Instructor pilot experiences a NMAC at L19 during a simulated engine out approach to Runway 12 using standard traffic calls. An agricultural aircraft that had landed Runway 12 and taxied clear began its' takeoff from Runway 30 with the BE36 on short final necessitating a go around.
Date: 201807
Local time of day: 1201-1800
Location: PCT.TRACON, VA
Light: Daylight
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: TRACON PCT
Second aircraft: Skylane 182/RG Turbo Skylane/RG
Aircraft component: Traffic Collision Avoidance System (TCAS)
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Less Severe; Conflict NMAC
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Aircraft; Procedure
Primary problem: Ambiguous

Narrative: While climbing; ATC gave traffic of a Cessna 182 at 4500 feet. He was maintaining visual separation. Climbing through 4000 feet; we acquired him on TCAS and visually. The First Officer immediately pushed over to avoid a collision. About one or two seconds before passing 300 or so feet below the 182; we received an RA. The RA was too late to be of much help in avoiding a collision. I reported the RA and the fact that the 182 was not maintaining visual to ATC.




Synopsis: B737 Captain reported a near mid-air collision with a light aircraft while climbing out of the DC Area.