elihoole/asrs-aviation-reports huggingface dataset:
Date: 201407
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Learjet 45
Operator: Air Taxi
Operating under: Part 91
Flight plan: IFR
Mission: Other Reposition
Flight phase: Landing
ATC / advisory: CTAF ZZZ
Aircraft component: Brake System
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Confusion; Training / Qualification; Workload
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was Captain and pilot flying. I was flying a normal approach (Visual) to Runway 7. After fully configuring the aircraft we continued to land. Upon touching down the main gear I lowered the nose wheel onto the runway; deployed the thrust reverses and applied the main brakes. I felt that I had no pressure pushed on the brakes again and I announced that; 'I have no brakes going to emergency braking; I've lost my steering.' As I gently pulled on the emergency brake handle my co-pilot reengaged the steering and reached over and extended the spoilers manually to ensure they were extended. I stated that emergency braking wasn't working and pulled a little firmer and said that I've still got no steering. The steering was reengaged but I didn't have any directional control at this time. My co-pilot said don't skid and I felt the plane start to go sideways. I kept holding the brake handle until we did come to a complete stop facing the opposite direction. At this point I shut down the plane and contacted Clearance Delivery to let them know that we were on the runway and that Runway 7-25 was closed as we could not move and then I called the owner. After shutting down the engines I could still hear something running; I looked over the panel and deduced that it was the Aux Hyd Pump. I shut this down and secured the aircraft. At this point we exited the aircraft and walked around the aircraft to assess for any damage. I pushed down the spoilers manually at this time. I then discussed with my copilot the approach and landing trying to understand what had just happened. The only conclusion that I had was that I lost my main brakes; my emergency brake wasn't effective and that I didn't have directional control. I have since spoken with the Maintenance Department; management and my co-pilot to figure out what had happened; I have also looked at what I can do differently in this situation to have a better out come.




Synopsis: A LR45 normal brake; emergency brakes and steering failed on landing. The steering reengaged but caused a 180 on the runway but came to a complete stop after which ATC was called to close the runway.
Date: 202108
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Situational Awareness; Confusion; Workload; Communication Breakdown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Taxiway
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: During landing roll between 80 and 60 kts tower rattled off taxi instructions ([Taxiways] XX-XY-XZ hold short [Runway] XXC) and I read them back. During the taxi in; while doing my after landing flow; we turned from [Taxiway] XY to [Taxiway] XA; this being the standard taxi route in ZZZ off of [Runway] XXL I didn't think twice until ATC came on and advised us we turned onto [Taxiway] XA and the instructions were [Taxiways] XY-XZ. Tower then gave new instruction [Taxiways] XA-XB-XZ short [Runway] XXC. We complied with the new instructions and continued to the gate without further incident. Receiving a taxi clearance during the landing rollout is never ideal. I was able to read back the instructions; but didn't register they were different expecting the standard taxi in in ZZZ. Tower waiting till we exit the runway to give taxi clearances; instead of between 100-60 kts.




Synopsis: A321 First Officer reported Tower gave them taxi instructions during landing roll which were read back but were not the expected instructions resulting in a taxiway incursion.
Date: 201703
Local time of day: 1801-2400
Location: BKF.Airport, CO
Aircraft: Fighter
Operator: Military
Flight plan: IFR
Flight phase: Initial Climb
Airspace: Class E D01
ATC / advisory: TRACON D01
Reporter organization: Government
Reporter function: Approach; Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Human-Machine Interface; Situational Awareness; Time Pressure
Anomaly: ATC Issue All Types; Airspace Violation All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Aircraft X came off runway 14 at Buckley underneath simultaneous ILS landings north at Denver. Aircraft X was filed out over ALS so I was gradually working them southbound and climbing them little by little as traffic and MVA's allowed. Southwest corner of the dump airspace I finally got trapped. COS arrival was there going southeast at 110; a BJC arrival WNW-bound at 120; an APA arrival descending on the ZOMBZ arrival. I couldn't climb to 110 to meet that MVA because the COS arrival was stuck above me at 110. Then the flight didn't auto-flash to ZDV as it should and I didn't notice it until I was already in ZDV's airspace.Should have made the aircraft depart runway 32. It was the runway most aligned with the wind. If not that then I should have gone eastbound until I got to a less congested place where I could climb.




Synopsis: D01 TRACON Controller reported an aircraft being stuck under three aircraft and not being able to climb. The Controller violated ZDV's airspace.
Date: 202007
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Dawn
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Time Pressure; Confusion
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: Other Post Flight
Result: General None Reported / Taken
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: FAR 121.434 violation Consolidation of knowledge. I got my type rating on X Date and because of the coronavirus I was sent home one day later.  Approximately 3 months had past and I went to finish my simulator training.  For that reason I thought my time for consolidation would begin 3 months from original date; which was the day I officially finished my simulator training.  Not knowing that my 120 days of consolidation [had] expired.  I accepted flights on the XXth and XYth after expiration.  Two of the flights were ferry flights the last one on the XYth was a Part 121 flight.  Therefore I unknowingly violated FAR 121.434.When I figured out what I had done I notified my Chief pilot. I misinterpreted part 121.434  by thinking that the 120 day clock for 100 hours of consolidation started on [date].  I also know that we have scheduling software that tracks flight time and duty periods for Part 117.  I thought it would track consolidation also.  I think I could have been scheduled to do a P/C check while I was completing my simulation in [month] and having a better understanding of FAR 121.434 are two things that could have prevented this issue.




Synopsis: Air carrier First Officer reported flying after the deadline for completing Consolidation of Knowledge (FAR 121.43) had expired.
Date: 201301
Local time of day: 0601-1200
Location: DFW.Airport, TX
Aircraft: EMB ERJ 135 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight phase: Climb
Airspace: Class B DFW
ATC / advisory: TRACON D10
Aircraft component: GPS & Other Satellite Navigation
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Commercial
Second reporter function: Captain; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Aircraft Equipment Problem Dissipated; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: ATC Equipment / Nav Facility / Buildings; Aircraft
Primary problem: Ambiguous

Narrative: Departing 18L from DFW on the Soldo 3 SID; we received a 'Lateral Mode Off' (NAV had been selected ; and was in NAV mode) EICAS message in the climb along with the loss of nav data on the MFD. ATC was notified immediately and were given a heading. Very shortly after ATC's instructions; all data and info came back online. Continued on; uneventful flight. ATC advised us of no problem and no deviation. Possible satellite signal interruption.


Second narrative: Lateral mode fail caution on EICAS at approximately 100 FT AGL. Lost waypoint info on MFD. Advised ATC unable to proceed with RNAV departure. ATC assigned a heading. Nav data reappeared. Given direct to a waypoint. Remainder of flight was uneventful.  Tell ATC right away no RNAV.


Synopsis: EMB135 flight crew experiences a 'Lateral Mode Off' EICAS message along with loss of navigation data on the MFD during an RNAV departure. ATC is advised and issues a heading; but within seconds all NAV data reappears.
Date: 201909
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Other Load Planning
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; Person Other Person
When detected: Pre-flight; Routine Inspection
Result: Flight Crew Returned To Gate; General Work Refused
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Flight  from ZZZ-ZZZ1 needs to come [taxi] back because they don't have 15 bags on board that will go around the Hazmat. Did advise my Shift Manager and Dispatch. Ramp had to off load the Hazmat from the flight.




Synopsis: Airline Ground Agent reported advising Shift Manager and Load Planning of configuration error. Ground return to gate; Hazmat removed from flight.
Date: 201209
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Helicopter
Operator: Air Taxi
Operating under: Part 135
Flight plan: VFR
Mission: Ambulance
Flight phase: Cruise
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Tail Rotor Drive Gearbox
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Airspace Violation All Types
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification; General Declared Emergency; General Flight Cancelled / Delayed; General Maintenance Action; General Police / Security Involved
Contributing factors: Aircraft; Airport
Primary problem: Aircraft

Narrative: I was flying a patient to the hospital with our base Nurse and a Medic on board. The Tower had cleared me across the large airport located on the direct route to the hospital. While I was over the military portion of the airport ramp; the Tail Rotor Gear Box Chip Light illuminated. I declared an emergency with Tower and requested to land on the ramp immediately under the aircraft; which happened to be a restricted area on the ramp. They gave me permission to land and asked if I needed any assistance. I landed the aircraft without further incident. CFR and Security Forces responded after we landed. We coordinated with a surface Ambulance Company to pick up the patient and they did so with half an hour. I coordinated with the Security Forces for the arrival of our Maintenance crew to repair the aircraft.




Synopsis: The Captain of an air ambulance helicopter flight; overflying a military installation; received a Tail Rotor Gearbox Chip Detector warning; declared an emergency and successfully requested and completed an emergency landing on the military ramp directly beneath them.
Date: 202005
Location: SEA.Airport, WA
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight phase: Takeoff / Launch
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Chart Or Publication
Primary problem: Chart Or Publication

Narrative: On some of the SEA SID pages there is a 'TAKEOFF OBSTACLE NOTES' line that references a NOTES page we do not have in our Jeppesen documents. MOUNTAIN 1 (MONTN1.SEA) - 'See TAKEOFF OBSTACLE NOTES page (10-3OB1).' We do not have page 10-3OB1; nor are the '10-xxxx' pages for KSEA; which has '20-xxxx' pages.SEATTLE 7 (SEA7.SEA) - 'See TAKEOFF OBSTACLE NOTES page (20-3OB1).' We do not have page 20-3OB1.SUMMA 2 (SUMMA2.SUMMA) - 'See TAKEOFF OBSTACLE NOTES page (10-3OB1).' We do not have page 10-3OB1; nor are the '10-xxxx' pages for KSEA; which has '20-xxxx' pages.Maybe I missed these pages; and if so; where can I find them? Please ammend these TAKEOFF OBSTACLE NOTES or provide the appropriate Jeppesen pages.




Synopsis: Air carrier First Officer could not locate the Obstacle Takeoff Notes for 3 departure procedures from SEA.
Date: 201711
Local time of day: 1201-1800
Location: SLC.Airport, UT
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch; Initial Climb
Airspace: Class B SLC
ATC / advisory: TRACON S56; Tower SLC
Aircraft component: FMS/FMC
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Overcame Equipment Problem; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: The phase of flight was just after lift off from runway 16L in KSLC during the WEVIC6 RNAV departure before acceleration altitude (1000 FT AGL). The Pilot Flying; the First Officer; initiated a left turn as the command bars of the Flight Director suggested to do. We both felt immediately that something was wrong because it was not what we had briefed on the ground about the SID. We both glanced at the plate and as we were correcting the heading back to the initial; SLC Tower gave us a heading of 170 with a climb altitude of 10;000 feet to maintain to rejoin the SID after querying if we were proceeding to the HOPTO fix as cleared. In the meantime I did notice on the MFD that a 360 degree loop was present which was linked to the SID with a turn to the left which was not there earlier nor was it showing in the departure page review of the MCDU. After the event and the recovery; we continued on the SID to our filed altitude. When transferred to departure a telephone number was provided to call SLC. I spoke to a gentleman who told me that a similar event had occurred previously and I emphasized the fact that the MCDU (FMS) does not show the 360 loop after takeoff until we were airborne. It seems that this is a recurring event.


Second narrative: During the taxi; the departure was reviewed again [and] everything still looked normal. The takeoff from Runway 16L was normal (NAV was armed before the pushback from the gate). Once airborne everything was still normal; reaching 400 feet NAV was captured. At approximately 900 feet AGL; the flight director showed a left turn. I looked down at the MFD and it was showing a left 360 then to continue the departure.


Synopsis: EMB-175 flight crew reported that the FMS presented incorrect navigation data on the WEVIC6 RNAV departure from KSLC after takeoff.
Date: 201403
Local time of day: 0601-1200
Location: LEBL.Airport, FO
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: TRACON LEBL
Aircraft component: Autoflight System
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Chart Or Publication; Company Policy; Aircraft; Procedure
Primary problem: Ambiguous

Narrative: Apparently LEBL ATC called up and wanted to know why we started our turn late on the GRAUS 3Q departure from LEBL. The SID requires a turn at 500 AGL. Unfortunately we are required to turn the autopilot on at 500 AGL per the company's airport operations tailored page so after the autopilot is turned on it takes the jet awhile to figure out where it is and where its going and you're through 1;000 feet AGL before it starts turning. A better way to do this is to hand fly the initial 164 heading THEN turn the autopilot On. Until the company's autopilot requirement is removed we will continue to have problems with this Departure.




Synopsis: A B757 Captain advised that his air carrier's requirement to engage the autopilot/ at 500 AGL is incompatible with the need to comply with restrictions on the GRAUS 3Q RNAV SID out of LEBL.
Date: 201203
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Fatigue
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Human Factors; Procedure
Primary problem: Ambiguous

Narrative: We ferried an aircraft to a Maintenance Base where Maintenance was to replace the windshield overnight and at 0800 local; we were scheduled to fly the fixed airplane back. I got up at 0530 and started getting ready. Thinking the Maintenance may not be finished I contacted Scheduling. They did say the job was not completed and there was going to be an update at 0800. I called back at 0800 and was told there was now an update at 1000. I called Scheduling several times all day getting the same answer; airplane not finished. During one of my phone calls in the late afternoon; I asked Scheduling if the fixing of the airplane goes well into the night and morning; when do I get my rest? They said I have been on rest all day and do not require rest. I told them I am not getting rest as I am being told to check back with them on one or two hour increments to check the status of the airplane. They then reiterated I was indeed on legal FAA rest. After that conversation; time drove on and I did get the phone call at 2216 that the plane is ready and departure time was to be 2300. The First Officer and I went to the airport and got to the gate at 2310. The airplane was not ready. We stood on the jetway until Maintenance finished and pushed after 0100. At that point I had been awake for almost 20 hours. During the flight I realized I was indeed over tired and should have called in fatigued.




Synopsis: A319 Captain is scheduled to ferry an aircraft at 0800 and plans rest accordingly. The aircraft is not completed on schedule and the Captain is required to keep checking on updates during the day. The crew is finally sent to the airport at 2200 and does not depart until after 0100. Fatigue is reported.