elihoole/asrs-aviation-reports huggingface dataset:
Date: 201908
Local time of day: 1801-2400
Location: ZMP.ARTCC, MN
Aircraft: Medium Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZMP
ATC / advisory: Center ZMP
Second aircraft: Commercial Fixed Wing
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Other / Unknown
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Separated Traffic
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Denver Sector X handed us off two aircraft at the same altitude on collision courses at FL350 with no positive separation ensured. Aircraft X checked on at FL350 south east bound. The aircraft that was slightly behind at FL350; Aircraft Y; was not on our frequency and he needed to be turned to avoid loss of separation. We reached out to Denver Sector Y to instruct him to turn Aircraft Y to the left (apparently Denver X took a point out) and Denver Y said he was no longer talking to that aircraft. We broadcasted in the blind for Aircraft Y. We had to turn Aircraft Y while still in Denver Center's airspace to ensure separation! Without the turn Aircraft Y would have lost separation one minute inside our airspace! This is a daily occurrence that has been going on for 30 plus years but seldom gets reported because of a lack of safety culture.




Synopsis: ZMP Controller reported an unsafe situation when Denver Center handed off two aircraft on a collision course.
Date: 201407
Local time of day: 0601-1200
Location: ZZZZ.ARTCC, FO
Flight conditions: VMC
Light: Daylight
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
ATC / advisory: Center ZZZZ
Aircraft component: Pneumatic Valve/Bleed Valve
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying
Human factors: Troubleshooting; Communication Breakdown
Second reporter function: Other / Unknown
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Maintenance
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution; General Declared Emergency; General Maintenance Action
Contributing factors: Procedure; Aircraft; Logbook Entry
Primary problem: Aircraft

Narrative: Upon landing following our first leg we observed an HPSOV EICAS message. Maintenance was alerted and [they deferred the] Right Thrust Reverser to allow continuation of flight. After departing; [trans-Atlantic] enroute to our stateside destination (while approximately 450 NM west); we received an ACARS message from our Dispatcher requesting we contact him immediately via SATCOM. Upon contacting Flight Control; we were directed to land immediately; due to a discrepancy with the deferral regarding the HPSOV EICAS message. We were informed that due to the potential discrepancy; there was a risk that the thrust reverser could deploy in flight. The Dispatcher suggested landing at ZZZZ; having done an analysis of the situation in advance of our contact. It was agreed that would be an acceptable airport; an emergency was declared with ATC; a turn made in the direction of the alternate; and center tank fuel was jettisoned. CFR was standing by; and an uneventful overweight landing (~342;000 pounds) was made approximately 40 minutes later.


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


Synopsis: When Maintenance determined the B767-300 flight was dispatched in a condition contrary to the deferred item procedure for a HPSOV EICAS warning the flight reversed course over the Atlantic and made a timely; overweight landing at a convenient alternate.
Date: 201710
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: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
ATC / advisory: Tower ZZZ
Aircraft component: Normal Brake System
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Instructor; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Anomaly: Aircraft Equipment Problem Less Severe; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After completing an instrument flight training lesson we returned to the airport for landing and I demonstrated the RNAV Instrument Approach to my student. Normally; I would allow my student to land the aircraft but I elected to land the airplane myself because there was a direct crosswind of 15-25 knots being reported at the airport's surface. The approach and landing occurred without incident. However; after landing the aircraft and receiving instruction from ATC to vacate the runway; I realized that the airplane's left brake had failed. I subsequently was unable to taxi clear of [the] runway due to the aircraft's inability to slow down enough to make the turnoff. I then chose to continue rolling to [the next] taxiway where I again attempted to vacate the runway by making the left turn. The aircraft was slowed sufficiently to turn but upon applying the rudder; it did not turn enough to stay clear of the edge of the taxiway. I managed to bring the aircraft to a full stop by applying full back pressure to the yoke; essentially using the elevator as an air brake. The aircraft came to a rest on the edge of the taxiway. I was unable to make a right turn due to the aircraft's proximity to a taxiway light on the right side. I decided to shut down the aircraft and request assistance from airport operations. Due to the aircraft being disabled on the edge of the runway; [the] runway was closed for approximately 15 minutes; until my student and I were able to manually push the aircraft clear.




Synopsis: C172 instructor pilot reported he was unable to clear the runway as the left brake had locked up during landing roll.
Date: 201212
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight phase: Landing
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Nosewheel Steering
Component problem: Design; Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: Other Landing roll
Result: Flight Crew Regained Aircraft Control
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On landing/nose wheel touch down; AC pulled hard right; when max or near max opposite rudder was applied with little effect and AC still diverging right; nose wheel steering was disengaged. AC was returned to center line with rudder and differential brakes. At very slow speed we cleared the runway onto a high speed; stopped; and were towed to the gate. Fix the known nose wheel steering issues with the fleet.




Synopsis: EMB145 Captain experiences aircraft pulling to the right when the nose wheel is lowered to the runway after landing. When full rudder deflection is found to be ineffective the nose wheel steering is disengaged and control is regained. After stopping the aircraft is towed to the gate.
Date: 201208
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: Helicopter
Operator: Personal
Flight plan: VFR
Flight phase: Descent
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Helicopter
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Helicopter X was 5 miles west of the field and requested a northwest arrival to the terminal. I approved the arrival and restricted a helicopter at or above 2;500 for traffic 10 miles north inbound to Runway 8; the B717 descending though 2;500. Helicopter Y was also 5 west of the field requesting a northwest arrival. I told him to follow his company and gave him the same restriction; he said he had his company in sight. Helicopter Y then asked to change to a west arrival and I approved that. Then Helicopter X asked to also change to a west arrival and I approved that. At this point Helicopter Y was number 1 to the field and Helicopter X was number 2. I failed to tell them this. From out the window it didn't look like a factor. Helicopter Y later said that his company passed right overhead and asked if there was a sequence. I should have let everybody know the sequence instead of just assuming that Helicopter X had his company in sight and knew what the plan was.




Synopsis: Tower Controller described a conflict event when failing to insure the planned sequence was provided to pattern traffic.
Date: 202007
Local time of day: 0001-0600
Location: ZAU.ARTCC, IL
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZAU
ATC / advisory: Center ZAU
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Distraction; Time Pressure
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Company Policy; Human Factors; Procedure
Primary problem: Human Factors

Narrative: I had climbed Aircraft X to 41;000 ft. and handed him off to the next sector. I went on to some other tasks. When I came back; Aircraft X was still handing off and about 2 1/2 or less from their airspace. I called them on the six line immediately for a handoff; and they would not answer or take the handoff. I heard them saying; 'We're on the four line.' I had the high altitude sectors at the lows; and the landline keys are in different spots than what we are accustomed to when the highs are open in their usual location. Because of this; I was more concerned about them answering me on the line I called them on; which they could hear just fine; rather than look back down at the VSCS and now try to find the 4 line. Just then; I saw a limited data block at 41;000 ft. who appeared to be traffic in their airspace; so I got off the line and stopped my aircraft's climb to 40;000 ft. and got back on the line for a handoff that they still wouldn't take. Finally; I got them on the line and they said; 'Stop him at FL370;' and then they took the handoff; after the aircraft had updated into their airspace. About 2 minutes later; I had another aircraft that had been handing off to them which got 2 minutes flying time from their boundary. I called them for a handoff on this aircraft. When they answered; they responded; 'That's a little early to be calling on that.'I had asked if we did something to upset them and explained the two minute from the boundary rule we attempt to not go past before calling for a handoff. They didn't respond. To me; they were clearly not being professional. During the shift yesterday; I had called for a D-side (Assist) due to those sectors not taking handoffs or answering the landlines during moderately busy traffic. I did not have a D-side during today's incident.




Synopsis: Center Controller reported the adjacent sector intentionally delayed in accepting a handoff causing the Controller to have an airspace deviation.
Date: 201508
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp ZZZ
Aircraft component: Turbine Engine
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Distraction; Confusion
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Requested ATC Assistance / Clarification; Flight Crew Became Reoriented; Flight Crew Returned To Gate
Contributing factors: Aircraft; Procedure; Human Factors
Primary problem: Human Factors

Narrative: Inoperative APU; second flight of the day; on time;  started the number one engine at gate; cleared equipment; pushed from the gate; asked for taxi to remote area for crossbleed start of number two engine. Stopping at designated location; the aircraft began to slightly shimmy under braking. I stopped braking then applied brakes again; shimmy did not happen again so I set the parking brake. I then grabbed the number one engine start lever and began to shut the number one engine down. Realizing what I was doing; I quickly returned it to the previous position but the engine had already shut down. We were now on battery power. I told the Flight Attendants to remain seated; then told ATC we would need a tow back to the gate and we had one radio and would need to go off frequency to coordinate with Operations. We turned IRS one and two off; and tried to explain to the Passengers what had happened. We were back at the gate in approximately 10 minutes. Started the engine and did the procedure properly the second time. The remainder of the flight was uneventful.I guess I would say it was muscle memory; the same motion as arriving at a gate; number two engine shut down; Parking brake set. I should be more deliberate in all of my actions; but it happened so fast that the FO did not even have time to react. The brake shimmy was a distraction; but that does not excuse me from my action.


Second narrative: This was a mistake. I didn't expect to see it once; I don't expect to see it again.


Synopsis: A B737-700 Captain intending to crossbleed start #2 engine from #1 bleed air; instead shut down #1 engine. With the APU inoperative; the aircraft was towed back to the gate for a second start.
Date: 201907
Local time of day: 1801-2400
Location: BWI.Airport, MD
Light: Night
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground BWI
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion; Situational Awareness; Distraction
Anomaly: Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Flight Crew Became Reoriented; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Airport; ATC Equipment / Nav Facility / Buildings
Primary problem: Airport

Narrative: Upon landing I was instructed by Ground to taxi to the deice area. Abeam the deice area; heading east a series of Blue Taxiway lights; highlighting the north side; made it unclear as to entry and exit points. There was no clear signage. Some of the taxiway lights seemed embedded (L-850C) and some appeared on standard light poles (L-861T). L-861T can be as high as 14 inches. Fixture heights are specified as late as AC 150/5345-46. With no exit and exit indicators; no green guide lights; and yellow lines appearing to turn into blue lights we decided not to enter. There was no congestion issue as it was late and Ground allowed us to fully taxi around counter clockwise to our new gate. Blue lights are edge lighting and taxiing over them and between them just doesn't make sense. That whole area needs to be redesigned for night operations to include entry point signage; wide entry points; and configured with L-850C with Controller instructions that they are embedded and crossable. If Winter Operations are the concern; 14 inch lights are fine; but again; clear and wide entry points need to be defined on the 10-9 which I assume are on the east or west ends. That too should be put into the 10-9 page. This area creates hesitation with blue edge lights. I explained this to the Ground Controller and apologized for my reluctance to enter and he was understanding; once I explained my hesitancy with blue lighting and unclear signs; and yellow line confusion; etc.




Synopsis: Air carrier Captain reported taxiway lighting and signage at BWI airport is confusing and hard to define at night.
Date: 201511
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: MD-80 Series (DC-9-80) Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Toilet Smoke; Overheat; Fire Detectors & Warning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Air Traffic Control Issued New Clearance; Flight Crew Landed As Precaution; Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was the pilot flying and my First Officer was the Pilot Monitoring.  We departed with normal procedures and call-outs. At 400 feet I; as Pilot Flying; commanded 'Heading Mode.'  At approximately 700 feet I was alerted to a Master Caution light and a LAV SMOKE DET annunciation. I was able to hear the lavatory smoke detector and was then promptly contacted by the flight attendants regarding the alarm.  Passing 1000 feet I called for 'Flaps Up. Climb Power. VNAV.' Once this was accomplished; I stated that I had the aircraft and radios and asked my First Officer to Run the QRH for LAV SMOKE DET annunciator.  I [advised] Approach Control and requested a return to the airfield.  The First officer completed the QRH procedure and the Return Checklist while we were on a left downwind leg for a visual approach. I contacted the Tower and was cleared for landing.At some point on final approach; the LAV SMOKE DET annunciator went out and the audible alarm coming from the lavatory ceased. All crew members in both the cabin and cockpit smelled the smoke.  We confirmed that we were below our landing weight limitation and then I called for the gear to be lowered and the Landing Check accomplished. We landed without incident and taxied clear.We deplaned normally and had the fire department inspect the lavatory specifically and the rest of the aircraft generally.Flight attendants informed me that they saw a haze of smoke during the LAVATORY SMOKE DET. Unfortunately this is my second [situation] with this aircraft. The last time I flew this aircraft I had a slightly dissimilar smoke in the cabin event.My previous event occurred in 2015 and can be found in the aircraft logbook.  Another cabin smoke event occurred in the same month and can also be found in aircraft Logbook.




Synopsis: During climb the crew was alerted to a Master Caution light and a LAV SMOKE DET annunciation. The Crew was able to hear the lavatory smoke detector.
Date: 202002
Local time of day: 1201-1800
Location: CHO.Airport, VA
Flight conditions: VMC
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class D CHO
ATC / advisory: Tower CHO
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC Overrode Automation
Contributing factors: Airport; Procedure; Human Factors; Airspace Structure
Primary problem: Airspace Structure

Narrative: After being cleared for the Visual Approach we were tracking direct level at 2;600 feet when we received TERRAIN TERRAIN PULL UP one time. I immediately disengaged the autopilot however we were in clear; visual conditions; I decided to remain level because I had visual clearance from all obstacles. I had the terrain radar displayed and no threats were observed. The aircraft only annunciated once and then the GPWS warning cleared. We continued and made a normal visual approach backed by the ILS. We never observed any terrain or obstacle threats around the aircraft however; this airport is in very mountainous terrain. In the future when on visuals similar to this I will remain higher until closer to the airport especially at night. If I had remained at 5000 feet which was our previous cleared altitude and delayed our descent I could have prevented this annunciation.


Second narrative: [Report narrative contains no additional information]


Synopsis: A Flight Crew reported receiving a GPWS warning during a Visual Approach but continued since they had the terrain in sight and were stable.
Date: 201710
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-46 Malibu/Malibu Mirage/Malibu Matrix
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Initial Climb
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Took off and within 30 seconds had a sudden loss of engine power and was forced to execute an emergency landing which was uneventful. No persons or property was damaged.




Synopsis: PA-46 pilot reported a loss of engine power that resulted in a return to the field.