elihoole/asrs-aviation-reports huggingface dataset:
Date: 201909
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dusk
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Check Pilot; Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Communication Breakdown; Situational Awareness; Workload
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Pilot Flying was Captain performing check pilot duties with First Officer on IOE. We spent 30+ minutes before we boarded the airplane discussing previous check pilot notes and ZZZ noise abatement procedure. I can't stress how much time we spent going over the procedure in depth. During the takeoff roll; the First Officer started getting behind immediately missing the 80 kts. call. After rotation First Officer missed positive rate call and simultaneously missed call from Tower. I therefore missed the gear up call. I won't drag it out but First Officer missed every important call on the noise abatement procedure as well as EVERY radio call through 20;000 ft. When I directed First Officer to engage the autopilot; he reached up but evidently didn't press the button. I didn't notice that in time either so we drifted straight ahead and missed the slight left turn of the departure and we were not climbing as well as we should have. I am positive we pegged every noise sensor; I'm sorry. I notice the gear was down around 4;800 ft. and had it retracted. No aircraft limitations were exceeded; including the APU!As Check Pilot; I'm supposed to be on top of this [expletive]. I was overwhelmed by the student checking out at the worst possible time and not reengaging until cruise altitude. After such a lengthy pre brief on this departure I wasn't really expecting to be single pilot. Only recommendation is I will increase my own vigilance and recalibrate how quickly I intervene and make it a single pilot operation on my own accord.




Synopsis: E175 Check Airman reported that the IOE First Officer became overwhelmed by his duties which resulted in clearance and procedure deviation.
Date: 202105
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate; Routine Inspection
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Aircraft on Ground DG (Dangerous Goods) [document] was sent to ZZZ without DG acceptance process. There was no booking in [Cargo COMAT form].




Synopsis: Air Carrier ground personnel reported COMAT transport procedural violation. [COMAT Cargo form missing].
Date: 201303
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Night
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor
Human factors: Confusion
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Fuel Issue
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: General Declared Emergency
Contributing factors: Airport; Company Policy; Procedure
Primary problem: Procedure

Narrative: [Company] flight...landed just prior to our arrival but failed to close their flight plan with ATC (Tower closes at 22:30.) Our approach clearance was terminated at 3;100 feet and ATC would not clear us for any approach including a visual until [Company] flight closed their flight plan. ATC issued us a hold just outside the marker. It was clear VMC and we could see the runway from the hold. I routinely monitor the Number 2 radio so I had heard [Flight Number] call [Airport] Ops and report on the ground; and Ops assigned them [a] gate.... We had contacted Ops approximately ten minutes earlier and were assigned [a] gate.... However; all attempts by ATC to contact the [Company] flight or [Airport] Ops in an attempt to close their flight plan were failing. We also made approximately thirty attempts to contact [Airport] Ops via radio over approximately a 25 minute period; as did Dispatch. We communicated with Dispatch regarding our condition as best we could to get a diversionary airport. Since we are not allowed to cancel IFR in the air we had a bit of a dilemma burning fuel fast over a perfectly good airport and runway. After holding for about 23 minutes; I made the decision to declare an emergency with ATC (which was mimicked by dispatch via ACARS later after running alternate fuel scenarios) and take a visual approach...; as the risk of stretching our fuel to [Alternate] seemed hardly justified under the circumstances. ATC advised we were cleared for the visual and requested us to close our flight plan on the ground; but landing would be at our own risk; since they had an aircraft 'missing.' We landed...without incident. We parked next to the [Company] aircraft and discovered the crew had already left for the hotel. We communicated the aircraft number to ATC after shutdown and they had just reached the crew and closed their flight plan.




Synopsis: ATC denied an EMB 170 flight crew landing clearance at an airport with a closed Tower due to a previously landed air carrier crew not closing their flight plan. The EMB 170 crew declared a fuel emergency rather than divert from a field in VMC with a clear runway.
Date: 202109
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Taxi
Airspace: Class G ZZZ1
ATC / advisory: CTAF ZZZ
Aircraft component: Wheels/Tires/Brakes
Component problem: Failed
Reporter organization: FBO
Reporter function: Instructor
Reporter qualification: Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Workload; Time Pressure; Situational Awareness; Distraction; Confusion; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Overcame Equipment Problem; Flight Crew Regained Aircraft Control; General Flight Cancelled / Delayed
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Student did have a runway excursion; student was taxing at a safe speed and the plane kept veering right. I tried to help and apply left rudder and brake and the plane would not stop as if the right brake was stuck. The plane rolled off the taxiway. No damage to airport property; personnel; or aircraft. Plane was inspected by maintenance and we then continued our flight without further incident. The location was at ZZZ on a taxiway heading east to Runway XX.




Synopsis: An instructor pilot reported the aircraft's right brake stuck while taxiing resulting in a runway excursion. No damage to airport; aircraft or people.
Date: 201908
Local time of day: 1801-2400
Location: ZFW.ARTCC, TX
Aircraft: Challenger Jet Undifferentiated or Other Model
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZFW
ATC / advisory: Center ZFW
Second aircraft: Commercial Fixed Wing
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Diverted
Contributing factors: Environment - Non Weather Related; Aircraft
Primary problem: Environment - Non Weather Related

Narrative: I was working the Radar at the time of this incident. There was a broken line of storms in the western half of the sector that all aircraft were deviating around. The traffic at the time was not difficult in complexity and there was not a lot of volume in the sector. I took radar contact of both aircraft in this incident. Aircraft X and Aircraft Y. Both aircraft were coming from the adjacent sector and were level at 34000 feet on the same SID. Aircraft Y checked in on frequency and asked about descending in altitude or a route offset due to wake turbulence that the aircraft encountered prior to checking in on frequency. I offered the aircraft an altitude change up or down and I did make a traffic call about the heavy Airbus 300 which was approximately 7 miles in front. I offered the aircraft a climb to get above the wake turbulence instead of descending with it. The aircraft requested a climb to 36000 feet and I issued the altitude. That was the last communication I had with the aircraft and I was relieved from position. I was told later in the shift that the aircraft diverted due to injuries sustained from the wake turbulence encounter. After discussing the incident with the Operations Manager; I was advised to file a report. Since I talked to the aircraft after the incident happened; I was unable to prevent it. After watching the Falcon Radar replay from the beginning of the flight; it would of been helpful if an advisory was given to the pilot so that they knew a heavy aircraft was climbing in front of them.




Synopsis: A Center Controller reported an aircraft reported a Wake Vortex encounter and diverted due to injuries.
Date: 201902
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Cessna 402/402C/B379 Businessliner/Utiliner
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Gear Extend/Retract Mechanism
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Overcame Equipment Problem; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft; Weather
Primary problem: Aircraft

Narrative: Upon take off; I retracted the gear. After completion of the cycle; the RH Main landing gear (MLG) (green) light remained illuminated. The (red) gear unlocked light and HYD Press light extinguished. I advised tower and entered a downwind in order maintain contact with the field as I ran the checklist. Tower advised that they had 'rolled the trucks' essentially letting everyone know that we had an emergency situation on hand. On downwind; I also advised [Airport] Ops and [Dispatch] of the situation. The RH MLG light flickered on downwind and eventually extinguished. On my first pass down RWY XX Left; I flew a low approach above 500 feet in order to have more time to run the checklist. Tower advised the gear appeared to be up (as expected). I entered downwind again and per the checklist; I slowed below 130 KIAS and [extended] the gear. A normal cycle was witnessed and three green lights were observed. I pulled the Gear Hyd CB and elected not to blow the bottle as it appeared a normal gear extension had occurred. On short final; Tower advised that my gear appeared to be down. I landed without event and taxied back to the maintenance hangar. I was met by the fire and rescue team and discussed the event with them while filling out the required paperwork.  Cold weather impact on Main landing Gear actuators - Based on discussion with Maintenance Control.




Synopsis: C402 Captain reported returning to the departure airport due to a landing gear system malfunction.
Date: 201901
Local time of day: 1801-2400
Location: GSO.Airport, NC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Taxi
ATC / advisory: Ground GSO
Reporter organization: Government
Reporter function: Ground
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued New Clearance
Contributing factors: Procedure; Airport
Primary problem: Ambiguous

Narrative: Aircraft X passed intersection K6 despite being instructed to taxi to Runway 23L via Kilo and Kilo 6. This is a distraction in the Tower since the [airline] ramp is beyond Kilo 6 and other aircraft are not authorized to taxi in this area. The entire Tower cab wastes time trying to figure out how to turn this airplane around; get in touch with [airline] ramp; and get new release times. This is an ongoing problem at this airport and has been occurring randomly for the last 9 years. The airport must consider adding a nonstandard sign at the intersection of Kilo and Kilo 6 to prevent non cargo aircraft from taxiing beyond Kilo 6. The chart supplement already indicates this portion of the taxiway is closed to non-cargo aircraft but air crews are not aware of all the notes associated with the airport. Also; it would help if all dispatch releases for Part 121 carriers departing GSO had a special emphasis item added stating the taxiway is closed to non-cargo aircraft beyond Kilo 6. And finally; the airport diagram should be labeled with a hot spot at this intersection so crews would brief it before moving. During first flight of the day checks and pre takeoff checks; the crew seems to be heads down at this critical point in the taxi. The taxiway lines could also use nonstandard markings to prevent non cargo aircraft from continuing beyond this point.




Synopsis: Ground Controller recommended adding additional signage on a taxiway to backup the note on the airport diagram which limits aircraft in a specific location to cargo type only.
Date: 202109
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 4
Light: Daylight
Aircraft: Small UAS (At or above 0.55 lbs and less than 55 lbs)
Operator: Commercial Operator (UAS)
Flight plan: None
Mission: Surveying / Mapping (UAS)
Flight phase: Takeoff / Launch; Landing; Cruise
Airspace: TFR ZZZ
Reporter organization: Commercial Operator (UAS)
Reporter function: Remote PIC (UAS); Person Manipulating Controls (UAS)
Reporter qualification: Flight Crew Remote Pilot (UAS)
Human factors: Training / Qualification; Other / Unknown; Situational Awareness
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural Unauthorized Flight Operations (UAS); Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Other Person
When detected: Other Post Flight
Result: General Police / Security Involved
Contributing factors: Software and Automation; Human Factors; Procedure; Chart Or Publication
Primary problem: Human Factors

Narrative: I have been flying a weekly mission for a company. They have contracted with Construction company and have hired me to fly for mapping purposes. The mission was [in an area] which is controlled airspace near ZZZ. The company applied for a COA which I've been using and will last until the end of the year. Last Date I unlocked the app like usual and flew the mission. It's at 300 feet; and usually takes an hour. At the end of the mission I was approached by a Sheriff's officer. I was advised that a TFR was in place. I failed to look for any TFR's and should have known better since there was an active air show in progress. I have now learned to use tfr.faa.gov and will do so from now on.




Synopsis: Part 107 pilot reported they did not check for Temporary Flight Restrictions prior to flight and flew inside of an active TFR during an event.
Date: 201701
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: SA-227 AC Metro III
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Aircraft component: Nosewheel Steering
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was the Pilot Flying. Upon touchdown and rollout all the correct callouts were made and upon hearing my First Officer (FO) (the Pilot Monitoring (PM)) call '40kts'; I commanded 'speeds low' and I placed the speed levers to the low position which in turn will activate the Nose Wheel Steering (NWS) system allowing me to control the aircraft. Right as the speed levers were selected 'low' the aircraft made a sudden uncontrolled and un-commanded turn to the right. I depressed the NWS power-lever button in an attempt to regain control with no effect. At this time I recognized the loss of directional control and with my left hand turned the NWS switch to the OFF position; deactivating the NWS; and also commanded full reverse on the left engine in an attempt to regain directional control. At this point it was too late to regain control so I made the decision to shut down both engines by pulling both 'engine stop & feather' knobs. At this time the aircraft had come to a stop off of and to the right of the runway. At this point I; requested assistance and informed the tower that I would need to contact my company before further action could be taken. After securing the aircraft and determining the situation was safe I immediately contacted our chief pilot and informed him of the situation. We coordinated with Operations and Maintenance to formulate a recovery plan as well as working with Airport Ops and security. I did not discover any visible damage to the aircraft nor to any ground equipment or airport signs. No injuries.




Synopsis: SA-227AT Captain reported loss of directional control after engaging the nose wheel steering resulted in a hard over turn to the right.
Date: 202006
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Aircraft component: AC Generator/Alternator
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: The airplane had significant Mx done in ZZZ. Due to the maintenance done in ZZZ; there were several items that needed to be accomplished in flight; such as a CATII/III autoland; APU cold soak; and verification flight. The captain flying the aircraft from ZZZ to ZZZ1 signed off the autoland and verification flight; but couldn't sign off the APU for the short flight; although the APU worked fine. He did encounter the following anomaly: a status message on departure of 'FO INSTR XFER'. (This only popped up for a second and went away. Also; the Autothrotles disconnected once during the climb; when the status message occurred.) Mx was made aware of all of this. The first officer's EADI/EHSI both blinked when this occurred.Fast forward to our flight: ZZZ1-ZZZ2. The first officer's ADI/HSI blanked out 2-3 times during takeoff and climbout. There was no status message that accompanied this. However; we did receive 2 separate status messages of the FO INSTR XFER; that disappeared within 1.5 hours of the flight. Approximately 5.5 hours after blockout; the R GEN OFF light illuminated; tripping the utility buses off; which also turned both Recirc fans off. The crew accomplished the non normal checklist; including starting the APU; and although we were unable to restore the R GEN; we continued the flight with 2 sources of power- the L GEN and the APU. The rest of the flight was uneventful.Our crew believes the incidents on both flights were related; and that the blanking of the first officer's screens/ FO INSTR XFER were related to problems from the right generator. (maybe moisture got in the engine/generator while on the ground in ZZZ.)Suggestions: We recognize that hangar space is a premium; however; ZZZ is notorious for summer rain showers/thunderstorms. Extra caution should be taken when parking aircraft there AND performing maintenance; especially heavy maintenance. In addition; it would behoove everyone if engines runs were performed after work is done on the engines; generators; and APUs. Or utilize the resident expertise at the training center and perform test flights. (this gives the instructors some actual flight time; while in ZZZ; and maintenance can troubleshoot better.) just a thought. otherwise; our inflight mechanic was suggesting false paths for the problem we had; like maybe a bad Symbol Generator; and asking us to swap EFIS switches during the flight.




Synopsis: B767-300ER reported an uneventful flight after completing QRH procedures for loss of right generator.