elihoole/asrs-aviation-reports huggingface dataset:
Date: 202105
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Human-Machine Interface; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: Other Landing Rollout
Result: Flight Crew Regained Aircraft Control
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While landing on Runway XX at approximately 70 KIAS and power pulled to idle; after touchdown; plane started to veer to the left. Plane ultimately veered off of runway onto grass; where it came to a near-complete stop. Power was added to keep the plane moving in order to avoid getting stuck in the grass. Tower asked if we were OKAY; which I responded in the affirmative.Tower instructed us to re-enter [Runway] XX; and taxi to the T-hangars (with runway crossing and holding instructions included). We inspected the airplane and there was no apparent damage to the plane; just grass stains on the wheel pants; which we cleaned up. The airport operations reported there was no damage to anything on the runway environment. And there were no injuries to me (PIC) or my safety pilot passenger.The airplane was inspected the following day and was found to be in good operating condition and has been successfully flown since; with no reported issues.I believe the cause was my feet inadvertently slipped up the pedals and activated the toe brakes after landing; with the left side braking more strongly. There were some tire marks on the runway that seem to support this; according to the ground ops personnel.I plan to go up with a CFII as soon as possible; paying special attention to my foot position on takeoffs and landings. I may also fly with the seat farther back to make it less likely that my toes will accidentally be on the brakes.




Synopsis: PA-28 pilot reported a runway excursion on landing rollout.
Date: 201512
Local time of day: 0601-1200
Location: EWR.Airport, NJ
Flight conditions: VMC
Light: Daylight
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B EWR
ATC / advisory: Tower EWR
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Captain; Pilot Not Flying
Anomaly: Inflight Event / Encounter Other / Unknown
Detector: Automation Aircraft TA; Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While descending through 1200 feet on final to Runway 22L EWR we received a TCAS TA of traffic; I assumed it was a helicopter below. The Captain and jumpseater observed out of the left cockpit window to our East two drones. They estimated them at 1000 feet AGL. I never saw them and landed the plane without incident. We reported this to tower so they could advise traffic behind us.


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


Synopsis: B757 flight crew experienced a TCAS TA at 1200 feet on final approach to Runway 22L at EWR and assumes it is from a helicopter below. The Captain and a jumpseater note two drones on the left side and 200 feet lower. No evasive action is required.
Date: 201305
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Caravan 208B
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Taxi
ATC / advisory: Ground ZZZ; Tower ZZZ
Aircraft component: Normal Brake System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Commercial
Human factors: Workload; Communication Breakdown; Confusion; Distraction; Troubleshooting
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Less Severe; Ground Incursion Taxiway; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Air Traffic Control; Person Flight Crew
When detected: Taxi
Result: Aircraft Equipment Problem Dissipated; Flight Crew Regained Aircraft Control; General Maintenance Action
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: I was holding number four in sequence on Hotel Taxiway. When I applied power to continue taxiing; I lost braking action and the airplane began to turn to the right. I applied the brakes and they where NOT responding. The airplane was heading toward the grass area at CHARLIE. I called the Controller to ask to taxi to CHARLIE and somebody blocked my call. Since the airplane was still not responding and the frequency was congested I switched frequency (thinking I still had ground frequency on STBY) I called again (unfortunately I had Departure frequency 120.9) The Controller told me that I had the wrong frequency and when I switched back to Tower frequency 132.05. I was already at CHARLIE and called again and had no answer. A few seconds later the Controller (in a very angry tone) calls me to tell me that before I enter CHARLIE I needed permission. She did not give me the chance to tell her I had a situation in the airplane. She then asked me if I needed assistance and what where my intentions; to which I replied 'NO assistance needed (because by that time I had regain control of the airplane) and I needed to return to APRON 6. She switched me to Ground frequency. With extreme caution I taxied back to APRON 6 as Ground had cleared me. I never got to tell the Controller I had lost breaking action and that's why I entered CHARLIE without permission.




Synopsis: A C-208B Captain reported a brake failure as she was attempting to hold short of a taxiway where prior entry permission was required as a result of frequency congestion could not communicate the aircraft's condition.
Date: 201706
Aircraft: No Aircraft
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Hydraulic Lines; Connectors; Fittings
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Dispatcher
Human factors: Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: Captain requested a phone patch with Maintenance Control to report that First Officer had found a brake line disconnected. He requested Maintenance Control file a safety report. Maintenance Control disagreed with him because he thought 'I did nothing wrong'. The captain and I want this investigated as brake lines just do not routinely come off. Apparently the airplane had some brake work done in the past few days according to Maintenance Control. Both the captain and I came away with the impression that Maintenance Control just wanted to have a mechanic re-attach the brake line; and leave it at that.  Shoddy maintenance or possibly even aircraft tampering are both serious situations which warrant the utmost concern from anyone that works at [this company]. In addition to the brake situation; unfortunately this is not the first time that a Maintenance controller falls short on professionalism. This needs to be addressed soon.




Synopsis: A Dispatcher reported that a flight crew member wanted maintenance control to file a safety report after finding a brake line disconnected.
Date: 201308
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Flight phase: Final Approach
ATC / advisory: Tower ZZZ
Reporter organization: Government
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: ATC Equipment / Nav Facility / Buildings; Procedure; Human Factors
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: The RADAR feed in the Tower Cab froze and then some of the targets continued as discreet beacon codes no longer tagged. There were Mode C and VFR targets on the scope that also froze. During the RADAR 'outage' we had frozen verified Mode C targets that we were watching other targets fly through. As ATC we were knowingly running an operation merging IFR targets! We reset our RADAR feed by going to our backup and then returned to our primary. When the people in charge put us back on the primary RADAR; Tech Ops was never notified; and the ASR-9 was never taken out for maintenance or recertified. During the 'outage' no one deemed the Primary ASR-9 inoperative. In last 20 minutes; the same error had occurred for a second time! Denver Tower and the TRACON have the ability to run the RADAR feeds off of a couple of different locations. I do not understand why the people in charge never went to a back up RADAR feed. I also highly doubt that Tech Ops was notified; or the primary ASR9 recertified. My gut feeling is that for the last 20 hours everything happening in the Denver Class Bravo airspace is being done on an uncertified RADAR source. I might be wrong; and I hope that I am; but it is definitely worth looking into. Also I think the people in charge deserve a fair amount of scrutiny.




Synopsis: Tower Controller described a primary RADAR unit failure and questioned the Class B operations that continued after the failure along with doubtful coordination with Maintenance.
Date: 201603
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Overhead Bins; Latches
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty); Flight Attendant In Charge
Reporter qualification: Flight Attendant Current
Human factors: Physiological - Other; Situational Awareness
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate
Result: General Physical Injury / Incapacitation
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: AFT FA said she need[ed] to make an ice bag for a passenger. I ask[ed] her did the passenger injure herself on our equipment or was it a preexisting condition. She replied that the passenger hit her head on the overhead bin. The AFT FA gave the passenger the ice bag to the passenger. I explained to the AFT FA the she needs to get the details of what happened and the name of the passenger and complete a [report]. I personally did not see what happen[ed]; but the passenger sat with the ice bag to the right side of her head during the entire flight. The passenger asked for additional ice during flight. Passenger deplaned the AC without a complaint related to the injury; returned the bag of melted ice and said Thank You for the assistance. Passenger did not use caution while moving around the seating area.




Synopsis: CRJ-900 Flight Attendant reported a passenger hit her head on the overhead bin during boarding. Ice was supplied and applied during the flight without further consequence.
Date: 202110
Local time of day: 1801-2400
Location: SFO.Airport, CA
Flight conditions: VMC
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B SFO
ATC / advisory: Tower SFO
Second aircraft: Widebody; Low Wing; 2 Turbojet Eng
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Ground Event / Encounter Jet Blast
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: Winds and weather had SFO operating with both arrivals and departures using Runway 28L/R. We were cleared into position Runway 28R after a B777 landed on the same runway. The B777 cleared the runway but held short of Runway 28L. We were then cleared for takeoff. The takeoff was normal and I was Flying Pilot. I happened to notice the B777 to the left between the parallels as I began a normal rotation. As we passed the B777 we experienced a hard jolt from the left. Thankfully it was a sudden but short jolt as it required some maneuvering to settle the flight path. I am not sure if the B777 had been cleared across but it felt like a significant jet blast we got from the heavy. No anomalies or limitations were exceeded. The flight continued normally.




Synopsis: B737NG First Officer reported encountering jet blast on takeoff from a taxiing Widebody aircraft.
Date: 201506
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: A310
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Landing
ATC / advisory: Tower ZZZ
Aircraft component: Autopilot
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Autopilot and autothrottles appeared to re-engage at touchdown after being disconnected (autopilot at 500 FT and autothrottles at 200 FT).  At touchdown throttles came up and F/O had [to] physically retard them.  At this point throttles would not go into reverse and aircraft looked like it was going to exit the right side of Runway 23. Capt stepped on the left rudder (acted as if autopilot was still engaged); [it] would not respond.  Hit the disconnect switches (autopilot and autothrottles) again while engaging manual brakes pretty heavy.  At this point the reversers came up; and a/c started to respond normally. Throttles were stiff; other than that I have no clue.Increase maintenance budget; better test equipment and more in depth training for maintenance folks with all the electronic systems on the aircraft.Prevention!  Better than reaction.


Second narrative: [Report narrative had no additional information]


Synopsis: A310 flight crew reported that autopilot and autothrottles appeared to re-engage at touchdown after being disconnected; slowing selection of reverse thrust and affecting directional control.
Date: 201204
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Cockpit Window
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
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Diverted; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: In cruise flight at FL370 I noticed in the First Officer's windshield what appeared to be St. Elmos fire. This was curious since we were in clear air. Further inspection revealed what appeared to be a crack quickly developing from the upper right corner down to the lower left corner. Inside the crack; what I thought was St. Elmos Fire; was the inner heating element arcing continuously as the crack quickly spread. The best way to describe this was watching a fuse burn across and within the windshield.  We quickly went to the QRH for guidance and just as we opened it up the right windshield heat faulted shutting off power. The First officer and I tried to determine which pane it was and in more than one spot I felt what appeared to be a crack by sliding my finger nail back and forth across the area. We descended to FL230 and got the cabin PSI to less than 5; per the QRH; but the crack continued to spread across the glass. Further descent to 11;000 FT seemed to halt its spread but now I felt the safest course of action was to get the airplane on the ground. We contacted Dispatch through ACARS to inform them of our intentions to divert. We finished QRH procedures for windshield crack and arcing and landed uneventfully. No emergency was declared. ATC was very helpful expediting our arrival and the First Officer and our cabin crew did an outstanding job of working the problem and preparing the cabin as I flew the airplane. This allowed me to concentrate on the approach and airport facilities. Under the circumstances I felt this to be the safest course of actions for the given conditions.




Synopsis: A319 Captain reports a cracked windshield on the First Officer's side at FL370. Descent is initiated to FL230 per QRH but the crack continues to grow and the Captain elects to divert to a suitable airport.
Date: 202201
Local time of day: 1201-1800
Light: Daylight
Aircraft: B737-700
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); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Communication Breakdown; Distraction
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Got HAZMAT form and forgot to call Dispatch to do a pen and ink change to show HAZMAT onboard in remarks of Release.




Synopsis: Air Carrier Captain reported he neglected to call Dispatch to do a pen & ink change to show Hazmat onboard on Flight Release.
Date: 201406
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Ground Personnel
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Human Factors; Procedure
Primary problem: Ambiguous

Narrative: Apparently company message sent at XA:37; aircraft airborne XA:38. TOGA thrust set; First Officer flying; aircraft on takeoff roll - ECAM; EWD; scan I noticed company message. I'm not going to abort takeoff for a company message. Weight and Balance (W/B) 'do not takeoff' message after airborne. First W/B printer message at XA:31/after aircraft clean-up and climb received amended W/B printer message at XA:42/aircraft weighed approximately 2;000 LBS over; but more importantly; aircraft configuration required a flaps 2 and V-speed change. Aircraft weighed approximately 190;000 LBS and OAT was 28C. Contacted Dispatcher and he was made fully aware of the situation. If the company plans on last second/minute changes on W/B; an audible chime associated with the ACARS messages must be installed. Workload during taxi out; completing taxi check; below the line; mental preparation for takeoff roll and departure must not be interrupted with a situation such as this. Apparently there are not enough properly trained employees in Load Control and W/B to achieve these tasks in a timely manner. Time lapse of XA:31 until XA:42 does not appear to be normal for a W/B change. Company message on ECAM 'blends in' with all the other indicators making it difficult to notice. These situations have just started to appear in the past few months. I saved and printed ACARS messages if they are needed. Suggestion; install audible ACARS chime or a flashing company message que if this practice is to continue. Hire more W/B employees. Improve and update W/B procedures.




Synopsis: A321 Captain reports receiving a company message during takeoff which is ignored until safely airborne. The message reads W/B do not takeoff. Takeoff weight had increased by 2;000 LBS with flap setting and V-speed changes.
Date: 201711
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Citation V/Ultra/Encore (C560)
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Interior Door
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Distraction; Workload
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Landed As Precaution; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: About 10 minutes after reaching our cruise altitude of 40;000 feet; the door seal light illuminated. I prepared for an emergency descent and asked for a lower altitude. ATC approved it and a few seconds later a loud sound was heard from the door as the pressure started escaping. I started my emergency descent down to 10;000 feet and informed ATC of my intention to divert. Upon inspection by a mechanic; it was found that condensation had built up in the door seal after heavy rain two nights before. That condensation froze and caused the seal malfunction. The water was drained; and the trip continued uneventfully.




Synopsis: Cessna Citation pilot reported the illumination of a cabin door seal warning light; followed by a loss of cabin pressure warning came on during cruise. A descent was executed; and a successful diversion a suitable airport was accomplished.