elihoole/asrs-aviation-reports huggingface dataset:
Date: 201912
Local time of day: 0001-0600
Location: ORD.Airport, IL
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground ORD
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Conflict Ground Conflict; Critical
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While taxiing in at ORD I observed a vehicle approaching my aircraft and not stopping. I immediately brought the aircraft to an immediate stop and the vehicle continued. The vehicle eventually stopped about 30 feet from my nose wheel and we had to wait until the vehicle backed up to proceed. I couldn't believe what was happening. It was like the driver was not even looking forward. It was very close to a collision at the intersection of A7 and B taxiways. We immediately notified Ground Control and she could see the vehicle backing up.




Synopsis: B737 Captain reported having to take immediate corrective action to avoid collision with a vehicle while taxiing.
Date: 201906
Local time of day: 1201-1800
Location: ZID.ARTCC, IN
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZID
ATC / advisory: Center ZID
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Troubleshooting
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Separated Traffic
Contributing factors: ATC Equipment / Nav Facility / Buildings; Environment - Non Weather Related
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: A Mode C intruder popped up on airspace at FL300. This started a conflict alert with Aircraft X and another aircraft already talking to [another sector]. I turn Aircraft X 15R to avoid the mode C intruder. After I was clear of the conflict I turn Aircraft X back to [their destination]. I watch the mode C intruder Descend from FL300 all the way down to 100 MSL and the track moved very little (seem to hover). At this point I dropped the track.




Synopsis: ZID Controller reported an airborne conflict with a mode-C intruder.
Date: 201605
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Dusk
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Distraction
Second reporter function: Pilot Not Flying; First Officer
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: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: At the gate in preparation for departure we were getting the clearance from PDC and entering it into the FMS. At that time ground personnel entered the cockpit with a change to the bag count. We were distracted by the correction to the weight and balance and the clearance was entered in error in the FMS. We entered the original clearance and not the amended clearance on the ACARS PDC. We were notified of the error about 90 NM northeast of the HNN intersection by Washington Center. We were given a new clearance and no further action was required.During the review of the flight plan in the FMS the PDC in the ACARS should be referenced.


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


Synopsis: CRJ-200 flight crew reported a track deviation that resulted when they were distracted while entering the route in the FMS during preflight.
Date: 201211
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Beech 1900
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Commercial
Human factors: Training / Qualification; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: Taxi
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Rejected Takeoff; General Declared Emergency; General Evacuated
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Taxied to the runway. A Boeing 757 was in front of us and took off. We taxied into position on the Runway after ATC gave us the 'line up and wait' instructions. We started timing for wake turbulence avoidance once the 757 took off. About 2-3 minutes after the 757 took off ATC cleared us for takeoff and almost simultaneously our left firewall fuel valve (t-handle) illuminated indicated a fire in the left engine. We saw the illumination and my Captain confirmed that there were flames around the left engine exhaust. We notified ATC that we would have to get off the runway and then elected to just stay sitting on the runway. My Captain performed memory items for engine fire on the ground (fuel cutoff; pull firewall fuel valve; ign/starter switch -starter only) and confirmed once again the engine was on fire and actuated the left fire extinguisher. He then told me to run the checklist for emergency engine fire on the ground. In which we did and completed. Initially we decided that an evacuation was not required but then decided for safety to evacuate the passengers of which there were only two. I grabbed my jacket and went to escort the passengers out the 6C emergency exit. I first got onto the wing in order to help the elderly lady out first and then assisted the middle aged gentlemen afterward. We walked away from the aircraft and less than a minute later a police car arrived as well as the fire rescue team.




Synopsis: A BE-1900 engine fire warning alerted as the takeoff was barely begun so an emergency was declared; the aircraft stopped on the runway; the emergency checklist completed and the aircraft evacuated.
Date: 202010
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Aircraft: B757 Undifferentiated or Other Model
Flight plan: IFR
Flight phase: Cruise
Aircraft component: Generator Drive
Component problem: Failed
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Second reporter function: Dispatcher
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While enroute in cruise at FL 370; the aircraft displayed a 'DRIVE' discreet caution light for the right engine generator and associated 'R GEN DRIVE' EICAS message. This was not necessarily a 'startle event' to us because we had experienced the same malfunction in the same aircraft on the previous flight to ZZZ1 that morning; and it had an MEL for this flight. At the beginning of the flight; upon pushback; we had to block turn back in when we had an 'L GEN OFF' EICAS message associated with a left engine generator that was cycling on and off. Following the block turn back; we had assisted local maintenance with extensive troubleshooting for the generator(s) which; I believe; resulted in swapping the GCUs (Generator Control Units) between left and right engines to render one generator (the right generator) operable for flight. At cruise; upon recognizing and identifying the 'R GEN DRIVE' malfunction; we ran the appropriate QRH checklist. We then gathered weather information for potential diversion airports in the area and ultimately decided that continuing to ZZZ was our best option for ceiling and visibility conditions. We requested priority handling as a precaution and turned directly to ZZZ. Arrival; approach; and landing were uneventful. We did not find any QRH guidance for the left and right generator off in the electrical non-normal section. While this situation is extremely [un-]likely to occur; it may be worth considering adding guidance for dual generator failure.


Second narrative: Flight dispatched with right engine generator inoperable. After block; left engine generator became intermittent. Flight crew ran QRH and cycled the generator but that was no help. Flight returned to the gate and contacted Dispatch via ACARS.


Synopsis: B757 Captain and both dispatchers who worked the flight reported that after a generator failure was deferred; the other generator failed in cruise.
Date: 201705
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: A300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Initial Climb
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Squat Switch
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While departing the landing gear handle would not raise to retract gear in system 1; so I tried system 2 and system 2 did not work. Then pitch feel system 1 and 2 faulted and ATS lever (Auto Throttles Lever) disengaged. Plan to return to field; but tried system 1 again and gear retracted normally. Pitch feel system 1 and 2 reset and ATS lever. Proceeded to destination with no problems extending gear. Made discrepancy entry in maintenance logbook.




Synopsis: A300 Captain reported an issue with gear retraction after takeoff. Crew managed to overcome the problem and continued to their destination.
Date: 201505
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: Shorts SD-360
Operator: Air Carrier
Operating under: Part 135
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Fan
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 Flight Instructor; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Diverted; Flight Crew Inflight Shutdown; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: It was a routine reposition flight. The First Officer and I departed at dusk and every indication in the preflight to cruise was routine and showed no sign of anything abnormal. We were cruising at our final altitude of 12;000 when about one hour into the flight we experience a #1 engine failure with no prior indication of such an event. We were met with a strong yaw to the left and after regaining control; we both confirmed it was an engine failure. We performed our immediate action items for an engine failure. After securing the #1 engine I directed the First Officer to perform the engine failure checklist while I flew and conducted the radios. I informed Center and they suggested ZZZ (25nm NE of our location) which was the closest suitable airport to land at. I accepted the suggestion and then we made a 180 degree turn. After the engine failure checklist was completed; we preformed the descent checklist and then the approach and landing checklists. We made a normal landing single engine at ZZZ with no issues or problems. We canceled our IFR clearance with Center upon clearing runway. We taxied single engine and made a normal shutdown. We went out to inspect the #1 engine and discovered an abnormal amount of oil at the rear of the engine nacelle; but other than the oil; nothing looked abnormal concerning the #1 engine.




Synopsis: Shorts 360 Captain experiences an engine failure at 12000 feet and diverts to the nearest suitable airport.
Date: 202103
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Ramp
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
When detected: Pre-flight; Routine Inspection
Result: General Maintenance Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: I was running the bags for Aircraft X I ran the first set of bags out of the front on the aircraft and D ran the rear.... when he arrived to the bag room he had a bag that actually had a boat motor in it and had gas leaking out of it the bag was ripped open and dripping gas he reported it and was told by the supervisor on call to place the bag in the oversize bin but he didn't feel comfortable to do that and I didn't feel that was the right thing to do so I made a phone call to another supervisor to get better verification on what protocol is and finally he told me to place it in a tub and have Baggage Service come pick it up with a cart and not to place it on the oversize bin cause then any bags placed after would get contaminated with the gas I felt more comfortable with this . ... but this definitely needs to get investigated on how this bag made it on the plane and actually went through 3 stops without getting flagged ... the lead called Maintenance to check the pit since some of the gas spilled inside the pit just wanted to notify you all on this occurrence today ... thanks in advance




Synopsis: Air Carrier Ramp personnel reported Hazmat shipment; incorrectly configured for transport and missing required documentation; refused for transport at the aircraft. Reporter added the illegal Hazmat should have been refused before arriving at aircraft.
Date: 201402
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain
Human factors: Fatigue
Anomaly: Other fatigue/flt crew scheduling
Detector: Person Flight Crew
When detected: Other Extended exposure
Result: General Physical Injury / Incapacitation
Contributing factors: Company Policy; Staffing; Human Factors
Primary problem: Company Policy

Narrative: Isn't pilot fatigue one of the primary causes in major airline accidents?  I am seeing an extremely unsafe trend in the domestic scheduling of narrow body pilots at our airline. In general terms; the company--seemingly as a common practice now--is building pairings on that have pilots report for duty at or prior to 0500; fly one or two legs; layover during daylight hours for somewhere in the neighborhood of 13 hours; report back for duty that night to begin flying on the back side of the clock. I was horrified to learn that FAR 117 allows this type of flying. It is impossible for a pilot to flip their body clock around in such a short period of time. Pilots are getting walloped at both ends of their sleep cycle; extremely early and extremely late. The circadian rhythm is completely thrown out the window and this is creating dangerously tired pilots. I have been at our airline for 23 years and in my time here; I have never seen pairings that have shown such total disregard for sleep cycles and safety.I have spoken to many pilots who have flown these types of trips and have found themselves utterly exhausted by landing time. Just looking at schedules like these on paper is horrifying. Any lay person can see that reporting for work at 0445 then working again that same night until midnight and later; is excruciatingly fatiguing. As pilots; we do our best to show up rested for our first flight segment. This means that if we must be at the airport by 0445; we are going to bed early the night before to make sure we have proper rest and are fit for duty when we begin our day. Just because we are provided a hotel at the destination doesn't make us ready for meaningful sleep. On the contrary; the time we start spooling down and feeling sleepy; are the time we are supposed to be reporting back to work. The body clock just can't be flipped around that fast and these scheduling practices are unsafe.At our base; there are some 28 out of 64 pairings that have these dangerous double duty pairings. Please cease this dangerous scheduling practice before there is another major accident due to pilot fatigue.




Synopsis: An air carrier Captain addressed the dilatory effects of flight schedules which require an extreme early AM departure; a minimum midday layover and a second duty period of back side of the clock flying; thus combining the two most mentally and physically debilitating types of flying into a single 24 hour period which contains no rest possibility during a normal sleep cycle.
Date: 201410
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna 310/T310C
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Landing
ATC / advisory: CTAF ZZZ
Aircraft component: Main Gear
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Ground Strike - Aircraft
Detector: Person Flight Crew
When detected: Other Landing roll out
Result: Aircraft Aircraft Damaged
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During landing roll out the aircraft had slowed to approximately 10-15 MPH; on the centerline without braking; when the right gear separated from the aircraft.The right wing; right propeller and right horizontal stabilizer struck the pavement and the aircraft rotated approximately 270 degrees from the runway heading.Two passengers were on board. No injuries to anyone. Landing was smooth with no side loads. Gear was confirmed in the down position by a green light 3 times prior to landing.




Synopsis: C310 pilot reported his right main gear separated from the aircraft on landing roll out. Three greens were confirmed before landing.
Date: 201604
Local time of day: 0601-1200
Location: MIA.ARTCC, FL
Flight conditions: VMC
Light: Daylight
Aircraft: Widebody; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Climb
Airspace: Class E MIA
ATC / advisory: Center ZMA
Second aircraft: Small Aircraft
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Time Pressure; Communication Breakdown; Distraction
Second reporter function: Pilot Not Flying; First Officer
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft RA; Automation Aircraft TA
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Procedure
Primary problem: Procedure

Narrative: On the ARKES 4 departure we were cleared direct ARKES climb to 16k. Passing 8k we were switched MIA center. As the First Officer (FO) was switching freq we got a TCAS TA followed quickly by a TCAS RA showing to lower climb rate below 2000 FPM. we were climbing a little over 3000 FPM. I leveled at 9k and acquired the target directly in front of us high going the same heading. During the level off the speed accelerated to 300 kts before I pulled the power back and got back back to 250. The traffic was about 1000ft above us when we leveled off. It appeared we would have hit if no action was taken.Departure did not alert us to any traffic before switching us. Our rate of climb caused the TA to turn to a RA with almost no time to find the target.


Second narrative: Unreported single engine VFR aircraft in RNAV SID area. Do not know if the VFR traffic was on departure controller's radar but a traffic info would have prevented this RA.


Synopsis: An air carrier crew climbing on the FLL ARKES 4 RNAV SID took evasive action from an unreported single engine aircraft at 8;500 following a TCAS TA which then quickly became a TCAS RA.
Date: 201211
Local time of day: 1801-2400
Location: ZLA.ARTCC, CA
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZLA
ATC / advisory: Center ZLA
Reporter organization: Government
Reporter function: Supervisor / CIC
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Other / Unknown
Anomaly: ATC Issue All Types
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: ATC Equipment / Nav Facility / Buildings; Procedure
Primary problem: Procedure

Narrative: Flight ABC showed not auto hand off eligible even though established on the LOA arrival for PHX. We reported several of these instances to our ERAM team today and have been advised that there were some errors in our facility adaptation for the new Chart Date. We have had several instances of aircraft 4th line data not displaying due to aircraft type classification. Several aircraft have shown to need preferential routing via classic procedures even though filed RNP/PBM with appropriate qualifiers and established on the appropriate routes. Several instances where ZAB and ZLA each had track control on same aircraft and we were unable to hand off to our adjacent facility ZAB. After the ERAM team evaluated these issues; one of the team members returned to advise that the issues had been identified and would continue until the next charting date. There were errors in the adaptation for the chart date system that were identified but will endure for the next two weeks. Since the errors have been clearly identified; they should be corrected within the next day or two; not waiting two weeks.




Synopsis: ZLA Supervisor voiced concern regarding current procedures on ERAM software updates; noting after anomalies are documented updates should be completed in a timely fashion and not delayed until official charting schedules.