elihoole/asrs-aviation-reports huggingface dataset:
Date: 201201
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Icing
Light: Night
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Taxi
ATC / advisory: Tower ZZZ
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Other / Unknown
Second reporter function: Local
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued New Clearance
Contributing factors: Weather; Procedure
Primary problem: Weather

Narrative: Runway's XXR; YYL and YYR were closed. Taxiway Bravo was also NOTAM'ed closed. It is common practice at this airport to use closed surfaces as runway exits. I was working Local Control and a CRJ2 was inbound. I issued him the Braking Action on Runway XXL; which had been reported as FAIR by a SW4; 30 minutes prior. I then reissued the current MU's. The CRJ2 landed without incident. I told the aircraft to turn left Taxiway Bravo and contact Ground. The CRJ2 came to a full stop on the runway and then made the right turn onto Bravo Taxiway. He contacted Ground and reported joining Alpha. Ground gave him taxi instructions via Alpha; Foxtrot with braking action report. The CRJ2 was unable to make the turn and continued straight ahead onto Bravo. Ground issued Braking Action Nil. Aircraft ended up perpendicular on the taxiway; due to the ice. Note: SW4 that had landed prior to the CRJ2 had exited at Bravo with no issues. It is a past practice at this airport to use closed surfaces as turn-offs; this has been approved by Airport Operations. It was still dark when the CRJ2 exited the runway. I can only suggest that if Airport Operations does not want us to use a turn off; then they need to specifically close a turn off; or tell us that it had not been sanded.


Second narrative: [Narrative #2 had no additional information.]


Synopsis: Tower Controller described the failure of an inbound air carrier to maneuver on a taxiway due to NIL braking action. Additional reporters; controllers; and pilots provided other variations of the incident.
Date: 201908
Local time of day: 0601-1200
Location: MLE.Airport, NE
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Takeoff / Launch
Airspace: Class G MLE
ATC / advisory: UNICOM MLE
Second aircraft: Helicopter
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was waiting short of Runway 12 for separation while a previous flight departed. There was a helicopter in a right pattern calling for approach to 12. As I waited the helicopter reported that he was going to land in the run up pad and that I could take off. The last I looked the previous departure was near where he would turn crosswind. I departed without confirming the previous flight's location. During my downwind departure and starting the climb an aircraft popped up on my ADSB about 400 ft. below. It appeared to be the aircraft that had just departed. My aircraft is usually much faster than most of the other aircraft and I neglected to take that into account as I usually do. I was apparently distracted by the training helicopter flight. In retrospect; I should have simply waited a little longer for the departing flight and announced to the helicopter that I needed to wait a little longer.




Synopsis: Small aircraft pilot reported an NMAC occurred during departure from MLE airport.
Date: 201508
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Falcon 2000
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pressurization System
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Physiological - Other; Time Pressure; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Illness / Injury; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: The aircraft was cruising at flight level 430. The aircraft was about 2 hours into the flight and weighed approximately 33000 lbs and was in smooth air on top of the clouds. Both pilots felt the large cabin pressure change in their ears first and noticed the rapid cabin rate increase on the synoptic. The aircraft oxygen masks were donned and an emergency descent was initiated. The passenger oxygen masks were deployed and donned. The Cabin Altitude CAS (Crew Alerting System) was displayed. Air Traffic Control was notified; and the aircraft descended to 7000 feet while deviating around several thunderstorms. The CABIN ALTITUDE AND EMERGENCY DESCENT Checklists were completed during the descent. The highest cabin altitude was approximately 15000 ft. During the descent the following additional messages were posted; CABIN ALTITUDE; CHECK CABIN ALTITUDE; CHECK CABIN RATE; PRESSURE CMPTR FAIL. These messages were noted below 10000 feet.  ATC provided radar vectors to [nearest airport]. We had an uneventful landing. After landing one passenger mentioned discomfort in his ear.




Synopsis: The Captain of a corporate Falcon jet reported a loss of cabin pressurization while cruising at flight level 430. An emergency descent was accomplished and the aircraft was successfully diverted to a suitable enroute airport. The highest cabin altitude noted was 15;000 and one passenger reported some ear discomfort.
Date: 201905
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Hydraulic Main System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We experienced a 'HYD G RSV Low LVL' ECAM (Electronic Centralized Aircraft Monitor) during descent. We followed the ECAM SOP and secured the PTU (Power Transfer Unit) Off and the ENG 1 Green Hydraulic Pump off. The result was a loss of Green (primary) Hydraulics. After completing the ECAM and following up with the QRH for HYD G RSV Low LVL we continued to landing. The gear successfully came down and normal flaps full configuration for landing. The Captain made a smooth touchdown on the centerline and was able to maintain control on landing with Reverser No 2.He was able to slow to taxi speed and gently clear the runway at the high speed taxiway and come to a complete stop using alternate brakes. Tower handed us over to the Emergency Response Frequency and after about 5 minutes we were able to communicate with the Emergency Response Crash Recovery vehicles who met us at the taxiway. We shut down both engines after getting APU up and running and then had Super Tug tow us to our gate.




Synopsis: A320 First Officer reported a normal landing followed the loss of the Green System hydraulic fluid.
Date: 201901
Local time of day: 0001-0600
Location: PHKO.Airport, US
Flight conditions: VMC
Aircraft: Small Transport
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class E HCF
ATC / advisory: TRACON HCF
Reporter organization: Air Taxi
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: ATC clearance was issued on the ground in ZZZ as follows: ZZZZZ 4 Departure ZZZZZ V3 MUE VECKI 9 Arrival; Maintain 10;000 feet; Squawk XXXX. Soon after getting airborne we were issued a vector 'heading 300.' We flew this heading with a new instruction to intercept the V3 to MUE. We were given another vector of '290' to intercept the V3 to MUE. This new heading navigated the aircraft over 'OKALA' intersection which our GPS was normally programmed for the VECKI 9 Arrival with an OKALA transition into PHKO. We were at cruising altitude of 10;000 feet. MEA is 8;400 feet. We made the turn over OKALA and intercepted V16 on the 075 degree radial to MUE at 10;000 feet. I refer you to the VECKI 9 Arrival which does not include intercepting the V3 between TIGAH intersection and MUE.HCF Control said we turned too early and have breached his 'HIGH TERRAIN CLEARANCE AREA and NOW ARE BELOW MINIMUM ALTITUDE.' 'TURN HEADING 300 OR YOU CAN GO DIRECT MUE.' We opted to go directly to MUE remaining at 10;000 (MEA is 8;400 feet).Our error was to turn early at OKALA instead of the controller required clearance wanting us to intercept the V3 from a heading of 290. Our altitude of 10;000 feet was above the High Terrain Clearance Area and complied with the MEA of 8;400.To prevent a recurrence or corrective action: Intercepting the V3 between TIGAH and MUE was an unusual routing since we normally go via OKALA to join the VECKI 9 Arrival; so we were reprogramming this route and were distracted from a controller request to get a radio check from Hilo. This partly contributed to us forgetting the unusual route (for us). Considering we needed to get the weather and NOTAMs into PHKO and prepare for the arrival route and the very short sector route to PHKO; we should not have accommodated the radio check request.




Synopsis: Air taxi Captain reported ATC issued a low altitude alert on arrival to PHKO due to an early turn.
Date: 202011
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operating under: Part 91
Mission: Training
Flight phase: Takeoff / Launch
Airspace: Class C ZZZ
Aircraft component: Reciprocating Engine Assembly
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Rejected Takeoff; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Applied full power for takeoff on [Runway] X; engine static RPM went to 2250 but then dropped 300 rpm and went back up. Engine abnormality. Crew made decision to abort takeoff and exit [Taxiway] X1 on taxiway 2. Wrote up the aircraft.Monitor engine instrument during all critical phases of flight.




Synopsis: PA-28 flight Instructor reported that after full power was applied for takeoff; the engine RPM dropped resulting in a rejected takeoff.
Date: 201407
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: Pre-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Human Factors
Primary problem: Ambiguous

Narrative: While inputting flight plan info into the new iPad I discovered that the VOR identifier for LMT does not display over Klamath Falls Oregon but in southern Italy. I had to use the Klamath Falls airport identifier in order to display the route. While inputting flight route into iPad using the WSI Weather App I discovered that the VOR identifier for Klamath Falls Oregon (LMT) actually displays over somewhere in southern Italy. Improper data programmed into WSI Weather program. Notify WSI so that they can fix this.




Synopsis: B737-800 Captain discovers that when LMT (Klamath Falls) is entered in his iPad route; only the LMT (Lamezia) located in southern Italy appears.
Date: 202202
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: B767 Undifferentiated or Other Model
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: Fuel Storage System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Took Evasive Action; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Landed As Precaution; Flight Crew Diverted; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Deiced in ZZZ; about two hours into flight received a fuel config annunciation. Ran QRC; feeding out of center tanks at the time. Fuel flows even. Fuel imbalance was 1;600 lbs. between main fuel tanks; checklist had us balance. I then contacted Maintenance Control and Dispatch via SATCOM. Decision was to continue and monitor. As a precaution reviewed fuel leak procedure. Woke the Relief Officer and had him check wings and engine. Fluid was streaming out of spoiler area along whole left wing while right wing was dry. At first we thought deice fluid but with the aforementioned fuel configuration and imbalance beginning again we chose to divert to ZZZ1 after consulting First Officers and Dispatch and Maintenance Control via SATCOM a second time. Ran diversion guide and fuel leak procedure. [Requested priority handling] and landed uneventfully in ZZZ1. Stopped on taxiway and had Operations look for fuel leak prior to taxiing to gate. Parked at gate and handled passengers and contacted Chief Pilot. Fuel imbalance at shutdown was 1;000 lbs with the left wing low.




Synopsis: B767 Captain reported diverting after a fuel imbalance and fuel leak were detected resulting in a diversion.
Date: 202101
Local time of day: 1801-2400
Location: SJC.Airport, CA
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb; Takeoff / Launch
Airspace: Class C SJC
ATC / advisory: TRACON NCT
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
Result: Flight Crew Became Reoriented
Contributing factors: Airspace Structure; Procedure; Human Factors; Chart Or Publication
Primary problem: Chart Or Publication

Narrative: Accelerated to 250 knots while climbing on the TECKY3 departure out of San Jose while in the Class C airspace but believe we went below the Class B shelf. First Officer was Pilot Flying and as Pilot Monitoring I hesitated momentarily before telling the First Officer to slow down while I checked our position in Jeppesen charts. As we were slowing back to 200 knots we entered the Class B airspace from below. No comments from ATC and continued on our way. Began accelerating to 250 knots above 2500 feet per setting in FMS Departure Limit page.  We had discussed the SID and the propensity for aircrews to encounter non-normal issues during our preflight threats briefing. We had also discussed maintaining 200 knots during climbs away from intended course to destination on a flight leg earlier that day. I recall seeing the 200 knots below Class B note. The First Officer briefed the FMS Departure Limit page set at 2500 feet and I missed the chance to change it.  I thought from previous experience we would remain outside of the Class B shelf. I can only surmise this was a momentary lapse in the preflight setup. Perhaps I got distracted by some Captain's duty during briefing. The First Officer said that seeing the 230 knots restriction in the SID led him to believe 200 knots wasn't a necessary restriction.  That's a reasonable assumption and acceleration to 250 knots isn't prohibited if remaining outside Class B shelf.  We debriefed the event thoroughly and had a chance to redo the departure the next day with proper speed settings.


Second narrative: Departed [Runway] 30R at SJC via the TECKY3 Departure; speed restriction at MLPTS of 230 was met; however the speed on FMS went to 250 shortly after MLPTS.  This created a possible speed violation below the Class B shelf. Set the appropriate speed and altitude in the departure limit page on FMS. Include the note in the departure briefing.  The [airport] chart for SJC does include the speed limit note of 200 KIAS while under the SFO Class B.


Synopsis: An Air Carrier Captain reported exceeding 200 knots underneath Class B Airspace due to confusion over a speed restriction published on the SID which is greater than 200 knots.
Date: 201902
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Parked
ATC / advisory: Tower ZZZ
Aircraft component: Elevator
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Ground Event / Encounter Other / Unknown
Detector: Person Maintenance
When detected: Routine Inspection
Result: Aircraft Aircraft Damaged

Narrative: At block-in; Maintenance advised that there was damage to the trailing edge; outboard upper surface of the elevator (right side). He inquired as to whether we had been deiced prior to departing ZZZ1. We had been deiced at both ZZZ1 and ZZZ2. When we went back with the Maintenance tech to view the damage; a piece of wrinkled sheet metal approximately 5x5 inches fell from the area. The mechanic said that it appeared to be a portion of a patch that had been glued/bonded to the elevator and may have been damaged or begun peeling during the deicing process thus allowing it to be further damaged in-flight. Maintenance Technician advised that he would make logbook entry as he had discovered the damage. Upon discovery; I notified ZZZ Tower of possible runway FOD and notified duty officer of event. Early indication is a possible failure of a previous repair which may be the result of insufficient inspection or damage during deicing procedures.




Synopsis: Air carrier Captain reported Maintenance observed damage to the aircraft elevator that may have been  failure of a previous repair.
Date: 201312
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: B737-300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Parked
Aircraft component: Horizontal Stabilizer
Reporter organization: Air Carrier
Reporter function: Captain
Human factors: Troubleshooting; Confusion
Second reporter function: First Officer
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Human Factors; Procedure
Primary problem: Ambiguous

Narrative: Prior to departure; was notified by the ramp that there was damage to the right hand horizontal stabilizer. After I looked at it; Dispatch and Maintenance Control were notified and a logbook entry was made. I can only assume the damage happened on the ground because the First Officer noticed no discrepancies on his walk-around when we first picked the aircraft up. After Contract Maintenance inspected the aircraft; it was determined that the aircraft could only be ferried. We changed planes and continued to (city). If the aircraft was in fact damaged by ground equipment; the Ground Ops people should have notified us immediately of the damage.


Second narrative: Aircraft horizontal stabilizer damage noted by Ramper prior to pushback. I performed a walk-around prior to departure and noted no damage to horizontal stab.


Synopsis: A Ramp Operations person discovered a damaged B737-700 horizontal stabilizer prior to push back but the First Officer noted no damage during his walkaround so the aircraft was grounded for a ferry flight.