elihoole/asrs-aviation-reports huggingface dataset:
Date: 201301
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B737-900
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Troubleshooting; Human-Machine Interface; Training / Qualification
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Landed As Precaution; General Maintenance Action; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At rotation I noticed airspeed discrepancy between Captain's and First Officer's airspeed tapes. It appeared First Officer's was correct; so as flying pilot I transferred control to First Officer. Shortly thereafter we got a Master Caution and Engine light; and I noticed both EECs were in the alternate mode. The First Officer continued flying as he had good instruments; but we had discrepancies between airspeed IVSI and altimeter indications and the IAS disagree light was on. The QRH was accomplished for EEC in the alternate mode; and we returned to the departure airport for an overweight landing. Landing was uneventful except as we configured for landing we got intermittent stick shaker indications with the Captain's airspeed tape reading approximately 45 KIAS. The cause was an Aircraft Component Malfunction.




Synopsis: A B737-900 EECs; Master Caution; Speed Tape; IVSI; altimeters and engine light showed malfunctioning systems so the Captain transferred control to the First Officer whose instruments were more accurate and the flight returned to land.
Date: 201512
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower ZZZ
Aircraft component: Powerplant Fire/Overheat Warning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Maintenance
Detector: Person Flight Crew
When detected: Taxi
Result: General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: During preflight I was concerned with a log entry that indicated the right engine had failed/shutdown two days prior. I called Maintenance Control to inquire about the incident and what had been found as the cause and repaired. Controller said it was a problem with the fire control panel that had caused the failure; it was repaired; tested and good to go.We took the aircraft and made an uneventful flight until rollout when the right engine failed in exactly the same manner that had been detailed in the [previous] log entry.Troubles me greatly that a two engine aircraft with an unresolved issue causing the right engine to shut itself down was released back to service. Problem was obviously not diagnosed correctly and if it could cause the Number 2 engine to shut down on its own; what's to say the unresolved and improperly diagnosed malady could not occur in the Number 1 or both engines while in flight. Engines fail; that is part of aviation; but unexplained engine failures and then having Maintenance clear the aircraft for flight and having the same mysterious shut down occur two days later in my opinion is unacceptable.

Callback: Reporter stated that during landing roll; and coming out of reverse; the Number 2 engine inadvertently shut down and the overhead 'fuel light' illuminated; (Not sure if it was the spar valve or engine valve closed light); as if the fuel control cutoff lever was turned off; or fire handle was pulled. The fire control panel was replaced on a prior date due to this same occurrence and was okayed for flight. Subsequent flights were without incident; then he received a verbal report that it happened again on the same aircraft and same engine.



Synopsis: After landing; a Boeing 737 Next Generation aircraft; during rollout the right engine failed in exactly the same manner that had been detailed in the log entry.
Date: 201408
Local time of day: 0601-1200
Location: C90.TRACON, IL
Flight conditions: VMC
Light: Daylight
Aircraft: Widebody; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E ZAU
ATC / advisory: TRACON C90
Reporter organization: Air Carrier
Reporter function: First Officer
Human factors: Situational Awareness; Time Pressure; Distraction; Communication Breakdown
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Procedure
Primary problem: Procedure

Narrative: While level at 11;000 FT; 300 KTS; approaching TEDDY intersection we received a TA (Traffic Advisory) at our 11 o'clock position.  There were two targets at almost our exact altitude rapidly approaching us. We told ATC and then quickly received an RA (Resolution Advisory). I clicked off the autopilot and autothrottle system; followed the RA in a turn to the right and a descent. The other two targets stayed exactly at their altitudes; 11;000 FT. The entire incident occurred rather quickly and with little warning. I will admit that if it were not for the TCAS system we most likely would have had a collision. The sun was directly in our eyes and we never did see the traffic. We believe they both passed overhead at a close range. I will also add that both the Captain and Relief Pilot were of good help to me as a backup guidance and made all the correct and appropriate calls.




Synopsis: An Air Carrier pilot reported taking evasive action to a TCAS RA flight of two targets at TEDDY Intersection on the ORD JANESVILLE 6 Arrival without an ATC traffic point out.
Date: 201303
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Physiological - Other; Situational Awareness; Time Pressure; Workload
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Attendant; Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition; Flight Crew Took Evasive Action; General Declared Emergency; General Maintenance Action; General Physical Injury / Incapacitation
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While in cruise flight; a flight attendant reported unknown fumes. The Captain handled the cabin communications and he had me handle the radio in addition to pilot flying duties. Soon; we both detected the fumes and I believe that they seemed to be electrical in nature. We both donned our oxygen masks and Captain performed QRH procedure for smoke/fumes. After completing the checklist for smoke/fumes Captain consulted with the Dispatcher. Captain decided to divert to the nearest suitable airport. Shortly thereafter; cabin crew reported nausea/illness with at least 2 of the members and possibly one passenger. Medlink was not consulted or discussed due to the urgency of the situation. Captain declared an emergency and I flew as fast as feasible to divert destination. Upon initial contact with Approach Control; Captain requested and was granted no speed restriction below 10;000 FT MSL. Additionally; Approach Control offered the approach and landing to the opposite direction runway and accepted after consulting with me. We made this decision based on calm/negligible winds; unlimited visibility; and it would save precious minutes. On the approach; I maneuvered the aircraft due to higher than normal speed above profile in order to attain a stabilized approach at about 1;000 FT AGL. Subsequent approach and landing were routine and I used higher than normal braking in order to exit the runway quickly. We decided that since the fumes were not increasing; we elected to go to the gate. Ground and Ramp Control helped facilitate a quick docking at the gate where we were met with airport EMT responders. All maintenance and flight operation procedures were followed to such an extent that I would have done nothing different if this occurred in the future.




Synopsis: An A321 diverted after the flight attendants reported unknown fumes which were later detected by the flight crew who then declared an emergency and completed the Smoke/Fume QRH procedure.
Date: 202002
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Human factors: Communication Breakdown
Anomaly: Conflict Ground Conflict; Critical; Ground Incursion Runway
Detector: Person Other Person
Result: Flight Crew Executed Go Around / Missed Approach; Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Human Factors
Primary problem: Human Factors

Narrative: I was waiting at hold short line for departure Runway 28. An aircraft landed doing touch and go's; another aircraft in pattern called 'base short approach'. I looked to see if any other aircraft was on final - saw none- so announced '[Callsign] departing Runway 28 northwest bound' and taxied onto 28 and departed. The aircraft that had called 'base short approach' called that I had cut him off and he had to execute a go around. I never saw him nor heard any radio call that he was turning on final. I told him on CTAF that I was sorry and he replied back he was going to report me. I radioed back that I was [callsign] and that I was sorry. My flying partner took off behind me and said the [aircraft] executed missed and climbed back into traffic pattern for future touch and go's.


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


Synopsis: Pilot of a small aircraft reported that after taxiing onto the runway for takeoff; another aircraft announced on CTAF that he was executing a go-around due to the aircraft on the runway.
Date: 201207
Local time of day: 1201-1800
Flight conditions: VMC
Light: Daylight
Aircraft: Cessna 140
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Taxi
ATC / advisory: CTAF ZZZ
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Aircraft component: Air/Ground Communication
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Distraction; Communication Breakdown; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Conflict Ground Conflict; Less Severe; Ground Event / Encounter Other / Unknown; Ground Incursion Runway
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Human Factors; Airport; Aircraft
Primary problem: Human Factors

Narrative: I was taxiing out to depart a non towered paved airport with grass taxiways serving residential homes. I had noticed prior to getting into the aircraft that a light twin had done a low pass over the runway in a northerly direction (wind was light out of the north). After starting; I taxied down the taxiway (oriented perpendicular to the runway and intersecting it about 1;000 FT from the south end) and stopped at the end; prior to crossing the runway to join the paved parallel taxiway on the far side. At this point I turned my tailwheel aircraft to the south; then the north to check for runway traffic. After turning north; my tailwheel got stuck in a small depression in the taxiway; delaying my crossing of the runway momentarily. By the time I got across the runway; I had become too close to a light twin on final; who was forced to go-around. It surprised me how quickly he appeared; as it did not seem that long since I had cleared final prior to starting across. Perhaps the twin; with his faster approach speed was a factor that I didn't fully account for; but I had no indication that he was on final or even still in the pattern. This airport sees virtually no twin engine/faster traffic. It also has tall trees surrounding the runway; with a dogleg area on final that doesn't have trees; so perhaps the traffic was slightly west of final on the dogleg. Finally; my radio was (I later discovered) only working intermittently. I had not received the conflicting traffic pattern callouts.Lessons learned for me: Double and triple check final; instead of just one time (I normally do this; but inexplicably didn't this one time). Secondly; expect the unexpected; especially at uncontrolled airports. Finally; I had suspected the radio problem prior to this flight; but what I hadn't expected was it being intermittent. When it worked on startup; I thought that there wasn't a problem; when actually there was; just a different one than I thought.




Synopsis: While preparing to depart a non towered airport; the pilot of a C-140 taxied onto the runway forcing a twin on short final to go around.
Date: 201310
Local time of day: 0001-0600
Location: ZZZ.TRACON, US
Flight conditions: VMC
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Pressurization System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Human-Machine Interface
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution
Contributing factors: Aircraft; Company Policy
Primary problem: Aircraft

Narrative: [During initial climb we received an] ECAM for a skin vent fault (which was a deferred item). Lots of noise created by the wired open outflow valve. On climbout; we were unable to control cabin altitude. The First Officer worked through the ECAM and tried to get control of the cabin with manual pressurization control. Both auto and manual controllers were unable to keep cabin altitude below 9;000 feet. Leveled aircraft off at 10;000 feet to work the problem. Was unable to reach Dispatch throughout this process. This created the most concern of the whole event. This is the second event this month that; when trying to work through a problem with Dispatch; I was unable to reach them. I feel this is unacceptable.We requested frequencies to talk with Maintenance Control but never received a frequency. We never were able to talk with Maintenance. As we could not troubleshoot the problem; and could not reach Company or Maintenance; we opted to land overweight. We ran the overweight landing checklist. We did send an [ACARS] message to Dispatch that we were diverting and had them provide performance data for [the overweight landing].Landing uneventful. Less that 100 fpm down on touchdown.




Synopsis: An A319 flight crew was unable to communicate with Dispatch or Maintenance to resolve a pressurization problem and ultimately diverted to an enroute station.
Date: 201509
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: PA-44 Seminole/Turbo Seminole
Operator: Personal
Flight plan: VFR
Mission: Training
Flight phase: Taxi
Reporter organization: Personal
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Situational Awareness
Anomaly: Ground Event / Encounter Aircraft
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Aircraft Damaged; General Evacuated
Contributing factors: Human Factors; Environment - Non Weather Related; Airport
Primary problem: Human Factors

Narrative: On a routine flight in order to gain night currency; a two person flight crew operated a Piper PA-44 Seminole. On initial taxi to the run up area near [spot Z]; flight crew noted a company aircraft performing a run up near [spot Z]. It was the flight crew's first time taxiing to [spot Z] with ramp procedures involving the use of only non movement areas after the preceding [few] months; where the ramp was closed for construction. The ramp was unlit and very dark making visibility through the wind screen difficult. The flight crew was focused on maintaining proper clearance from company aircraft located off the left wing and saw nothing ahead. The crew chose to run up on the other side of the aircraft and was then stopped by impacting a parked rotorcraft. The flight crew immediately shut off all engines and electrical power and evacuated the aircraft. Flight supervisor was immediately notified and correct authorities responded.Aircraft sustained damage to the right wing and right engine cowling/propeller. Struck helicopter sustained damage to the rear horizontal control surface and tail skid.




Synopsis: PA-44 pilot reports a ground collision with a parked helicopter while taxiing to the run up area. The flight crew was focused on avoiding an aircraft on the left and did not notice the helicopter in the darkness on the right.
Date: 201606
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Light: Night
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Aeroplane Flight Control
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Workload; Troubleshooting; Communication Breakdown; Time Pressure
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Dispatch
When detected: Pre-flight
Result: General Work Refused; General Maintenance Action
Contributing factors: Aircraft; Procedure; Company Policy
Primary problem: Company Policy

Narrative: Flight was originally assigned to aircraft number ABC. This aircraft had two CDLs (Configuration Deviation List) applied on it. CDL 27-13 and CDL 27-14 however the CDL manual shows under limitations 'No more than one part of one system may be missing except if otherwise specified. Parts of different systems may be simultaneously missing; unless otherwise specified in this list'. Since the CDLs are both under the same system; number 27; I determined the aircraft was not airworthy to Dispatch. I notified Maintenance Control and the Maintenance Manager. They both disagreed with my determination however; since I disagreed I refused to Dispatch Aircraft ABC. A Maintenance Manager; who said he was the boss of the Maintenance Manager [on the phone]; came to my Dispatch desk and began to argue and pressure me to Dispatch the aircraft. Maintenance also came to other Dispatcher to try to pressure to Dispatch the aircraft. Aircraft ABC was allowed to continue to fly another 2 flights in an unairworthy condition until it was finally put out of service and one of the CDLs was cleared.Policies and procedures need to be in place to support the Dispatcher and prevent Maintenance from pressuring them to Dispatch an aircraft they have refused or deem unairworthy.




Synopsis: A320 Dispatcher was coerced into releasing an aircraft with two section 27 CDL's even though the CDL limitation stated 'No more than one part of one system may be missing except if otherwise specified. Parts of different systems may be simultaneously missing; unless otherwise specified in this list.'
Date: 202006
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B737-400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Time Pressure; Workload
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: Other Takeoff Roll
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Human Factors; Aircraft
Primary problem: Aircraft

Narrative: We received paperwork; closed doors and went over our checklist; proceeded to taxi to Runway XX via taxiway Charlie. We were instructed by Ground to contact Tower. Tower cleared us for takeoff via Runway 22. We completed before takeoff checklist and the First Officer stated he would 'take it on the roll'.  I proceeded to Runway 22 and lined the plane with the center line and I then informed the 1st officer it is his aircraft. The First officer proceeded to stand the throttle up about 40%. We proceeded down the center line when he pressed toga and the plane veered hard left. The First officer stated he was pushing the right rudder but had no control. He took the throttle back and I applied brakes. I have the airplane and the aircraft slid off the runway onto the grass. We came to a full stop.  We contacted Tower advising them of the situation and were advised by Tower; emergency vehicles were on the way. Tower requested to know how many souls were on board and how much fuel was in the aircraft. We advised Tower 3 souls were on board with 17;000 lbs of fuel.  Upon seeing the first fire truck; we advised Tower we were shutting off the engine and leaving the APU running. I then spoke to Tower who connected me to the rescue vehicle; at which point I advised the First officer we were shutting off all power to the plane. The rescue vehicle arrived with stairs and we deplaned.


Second narrative: It was my leg the Captain lined up the airplane I told him we're going to taking it on the roll I advanced the thrust levers to 40% N1 and pressed the TOGA BUTTON The plane start rolling and then veer to the left. I was stepping on the right rudder to try to center the plane back but The plane kept veering to the left; and as a result we ran off the runway into the grass. My best guess would be the steering actuator or maybe engines not spooling up correctly. My reaction was I couldn't believe this was happening and that I had no control over steering the aircraft.


Synopsis: B737 flight crew reported loss of directional control during takeoff roll.