elihoole/asrs-aviation-reports huggingface dataset:
Date: 201205
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: Marginal
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Air Data Computer
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Second reporter function: Pilot Not Flying; Captain
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At 100 KIAS the First Officer airspeed tape went red; lost airspeed indication. First Officer; who was pilot flying; announced 'airspeed failure; take controls'. Captain immediately took controls and executed a normal takeoff profile. First Officer reverted to pilot not flying. Captain asked me to complete after takeoff checklist; coordinate for a return with Departure Control and Dispatch. With autopilot 1 engaged; FMGC programmed; all checklists complete and on vectors; First Officer's air data switch was selected to AD3 with no restoration of speed tape. Switch was returned to normal and back to AD3 with a successful restoration of airspeed indication. [We] executed an uneventful landing.


Second narrative: Just prior to 100 KTS; First Officer (pilot flying) announced 'Airspeed failure; Take Priority'; I took control and decided the safest course of action was to continue the take off vs. a high speed rejected take off. All normal procedures and checklists were followed. After the Takeoff checklist was completed the First Officer selected air data first officer on 3. The airspeed still showed failed. We decided the prudent and safest course of action was to land at the nearest airport--returning [to departure airport]. A non-emergency request to return was made; we notified Dispatch; completed all associated checklists and a normal uneventful landing was accomplished. It should be noted that a second attempt selecting First Officer on 3 did restore his airspeed indications.


Synopsis: A320 flight crew reports First Officer's airspeed failure at 100 KTS during takeoff. The Captain assumes control and continues the takeoff. First attempt at switching the First Officer to AD3 is unsuccessful and the crew elects to return to the departure airport; although the second attempt is successful.
Date: 201508
Local time of day: 1201-1800
Location: DCA.Airport, DC
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B DCA
ATC / advisory: TRACON PCT; Tower DCA
Aircraft component: FMS/FMC
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Human-Machine Interface; Confusion; Time Pressure
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew FLC Overrode Automation; Flight Crew Returned To Clearance; Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: On takeoff from Runway 01 at DCA we were assigned the REBLL2 RNAV Departure. Prior to takeoff roll; both flight directors had been turned on with the Captain's (PF) set as master and LNAV was armed. On takeoff roll; the TOGA button was depressed and the autothrottles set the commanded takeoff thrust. Sometime between then and 400 feet AGL the flight directors disappeared from view and LNAV failed to engage. This was noticed at 400 feet AGL with the normal procedure to 'Verify LNAV.' I (PM) reselected TOGA to regain the flight directors then selected LNAV. Meanwhile; observing outside the cockpit that we were in danger of proceeding north of the Potomac River; I directed a left turn which the Captain (PF) was already beginning to initiate. We intercepted the normal departure course and flew the departure as published. By our estimation we had not entered the restricted airspace. I was also monitoring Guard frequency and we received no radio communication on that frequency.


Second narrative: Contract Maintenance in ZZZ could not duplicate the problem. Company MX Control said they have a history of this problem occurring on this aircraft but it always passes the BITE check. The same problem occurred with our takeoff from ZZZ. The aircraft was MEL'ed in ZZZ for LNAV and flight directors. Fixing the problem will avoid this from occurring again. Losing this system in IMC on an LNAV departure leaves the crew with limited choices.


Synopsis: A B737NG departed DCA on the REBLL2 RNAV. Shortly after takeoff both flight directors failed and LNAV ceased guidance so the crew manually initiated a turn to the departure course and avoided P56.
Date: 201808
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Descent
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Throttle/Power Lever
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor
Human factors: Situational Awareness; Workload; Distraction
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Flying at cruise and reduced the power to descent and set up for landing and the throttle at idle power was still producing 2;200 RPMs. I tried everything to get a reduction of power but I could not get the power to reduce. I notified ATC at ZZZ; set up on a 3 mile final; and shut the engine off at 100 feet landing engine out. This was the only option due to not being able to create a reduction in power. I rolled out on Runway 36L and was able to make a right turn onto taxiway Juliet past the hold short line to be able to keep the runway open. I believe there was just an issue with the throttle control to the engine. There was no injuries or aircraft damage.




Synopsis: PA28 instructor reported a throttle control anomaly which prevented a reduction of power; and necessitated the engine to be shut down just prior to landing.
Date: 201407
Local time of day: 1201-1800
Location: BOI.Airport, ID
Light: Daylight
Aircraft: Medium Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower BOI
Second aircraft: Fighter
Reporter organization: Government
Reporter function: Ground
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Separated Traffic; Flight Crew Took Evasive Action
Contributing factors: Procedure; Human Factors; Aircraft
Primary problem: Human Factors

Narrative: Aircraft X had requested an opposite direction departure during pushback. When they called for taxi the opposite direction was denied and full route taxi instructions were issued to the active; Runway 10R. The taxi route crossed a closed runway and the active runway prior to getting to the active runway at departure end. Correct taxi instructions were given. The pilot read back; 'Taxi via ... cross Runway 10L to Runway 10R'. I believed I heard 'cross Runway 10L; hold short 10R'.As Aircraft X was crossing Runway 10L the Local Controller was clearing Aircraft Y for takeoff on Runway 10R. As Aircraft Y was starting takeoff roll I observed Aircraft X cross the hold short line for Runway 10R and instructed them to hold short of Runway 10R. I alerted local to Aircraft X incursion and returned my attention to Aircraft X. The pilots of Aircraft X began breaking and turned to the west about 60 degrees to avoid crossing the runway edge line of Runway 10R.Aircraft Y was airborne and passed approximately 50 FT horizontally and vertically from Aircraft X.I then coordinated and crossed Aircraft X and issued the Brasher statement.Although it is proper (and 7110.65 recommended) phraseology; and the FAR's specifically prohibit a pilot from crossing any portion of the assigned runway without a crossing clearance; in the future I will not issue full taxi instructions to aircraft required to hold short of the active runway somewhere along their route. I will only issue instructions up the hold short point.




Synopsis: BOI Ground Controller reports of a near collision that happened with a passenger aircraft that had a runway incursion and an aircraft that was departing the airport.
Date: 201911
Location: ZZZ.Airport, US
Aircraft: B767 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Indicating and Warning - Fuel System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During preflight preparation; a log item was noticed regarding the blanking out of the right tank fuel indicator and totalizer from a previous flight on [date]. The item was noted to be tested and reset. On climbout from ZZZZ; the right tank quantity and totalizer once again blanked. The crossing of the Atlantic was normal; with the fuel burn and quantity tracked on the FMC. Approximately 1:30 from landing; the right tank quantity and totalizer came back but showed a fuel imbalance of more than 4;000 lbs. between the left and right tanks. The fuel configuration EICAS message was displayed and the two First Officers ran the appropriate checklist as I; (the Captain); was on my scheduled rest break. I returned to the cockpit and the First Officers informed me of the situation and what they had done with respect to the checklist. We discussed the fuel situation and we determined that we really didn't know our exact fuel quantity and location with the conflicting information from the totalizer and FMC generated fuel. A Satcom call to Dispatch and Maintenance was initiated and it was determined that the best course of action was to [advise ATC] for unknown fuel quantity and receive priority handling to expedite our landing in ZZZ1; as we were only about 90 miles from ZZZ1. An uneventful landing was made in ZZZ1 and the aircraft was taxied to the gate.




Synopsis: B767 Captain reported that a failure of the fuel quantity indication system resulted in an expedited landing.
Date: 201908
Flight conditions: IMC
Aircraft: B767 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight phase: Cruise
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: Fatigue
Anomaly: No Specific Anomaly Occurred All Types
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Company Policy
Primary problem: Company Policy

Narrative: This is my third and hopefully my last ever 2-crew member only crossing of the Atlantic late at night. Before each one of them; I tried my best to prepare physically and mentally for them. I commute; so I try to start early to reduce the stress of trying to get to work (not counting the constant delays; like today); and try to get some sleep before my late night; 2 pilots ocean crossing. I have never been able to achieve restful sleep in the middle of the afternoon; especially downstairs at Ops. So going on an all-night flight with no possibility of a break is stressful enough. I've tried standing up often; I've tried drinking Coca Cola ( I don't drink coffee; and drinking sugary drinks just for the caffeine is not good for my blood sugar levels); I've tried engaging in conversation with my First Officer; none of that compensates for having at least a short break in the cabin to recharge your batteries. I've always felt very fatigued at the end of these flights; questioning the safety of doing so. What if we have to divert for a sick passenger or worse; an engine fire/failure? We don't have the additional resource of one more crew member to help get the airplane safely to some obscure location in the middle of the Atlantic; in the middle of the night!For a company that professes [the importance of safety]; it sure is a shame that they have twisted the meaning of FAR 117 and chosen monetary gain over conducting a safe operation. The company seems to prefer to save the money of an additional crew member on these flights because supposedly we are 'acclimated' for the flight back. I don't think ANY of us have a problem staying awake during daylight on the way back. But ALL of us feel fatigued doing this late night two crew member crap![All pilots] urge [Company] to stop this unsafe practice of sending late night flights overseas with only two pilots.  It's not safe or reasonable!




Synopsis: B767 Captain stated he feels his company's policy of flying some East Coast to Europe North Atlantic flights with just two pilots is unsafe.
Date: 201205
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
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: Pressurization System
Component problem: Failed
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 Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: The takeoff and climb out were normal. During the later stages of climb I noticed that the cabin altitude was a little higher than normal (8;000 FT) but differential pressure was still increasing so I didn't think anything of it. As the flight progressed the First Officer pointed out the cabin altitude was about 9;000 FT. I then asked ATC for a lower altitude and called the Flight Attendant and asked her to take her seat and informed her that we were having a pressurization problem and that the passenger O2 masks might have to be deployed. Next I made a PA to the passengers informing them of the problem and that we might have to deploy the O2 masks and that we were in a descent to a safe altitude. Shortly after we started the descent we came to the conclusion that we were not going to keep the cabin below 10;000 FT so I declared an emergency with ATC. We then slowed the aircraft to 250 KIAS and extended the landing gear. Though we had already donned our O2 masks I completed the rapid decompression QRH and the Emergency Descent checklist. At FL200 with the Cabin Altitude at 12;100 FT and climbing I instructed the First Officer to deploy the Passenger O2 masks. About three minutes later we leveled at 10;000 FT; slowed to 200 KTS and retracted the landing gear. I requested and was granted priority handling direct to our planned diversion airport. At this point I sent an ACARS message to Dispatch letting them know what happened and advising of our plans to divert. I then made a PA to the passengers letting them know that we had leveled off at a safe altitude; that the O2 masks were no longer required; and that we had everything under control and would be diverting. Then subsequent landing was normal and we taxied to the gate.


Second narrative: [No substantive additional information was provided in the secondary narrative.]


Synopsis: An EMB 145 flight crew declared an emergency and descended below 10;000 MSL in response to a slow but steady increase in cabin altitude; ultimately reaching 12;100 FT at which point the O2 masks were manually deployed for the passengers. Upon leveling at 10;000 MSL the flight diverted to a nearby airport.
Date: 201308
Local time of day: 1201-1800
Location: BVU.Airport, NV
Flight conditions: VMC
Weather elements / visibility: 50
Light: Daylight
Aircraft: Small Transport
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Initial Climb
Airspace: Class E ZLA
ATC / advisory: Center ZLA
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Commercial
Human factors: Physiological - Other; Distraction
Anomaly: Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Environment - Non Weather Related

Narrative: During the initial climb after a VFR departure from BVU (Boulder City airport) via GPS to the DAG VOR on an approximately heading of 225 the Co-pilot and I were distracted and momentarily blinded by the sun reflecting off of mirrors at the solar power plant facility located near the CA-NV border near the town of Primm. This solar power plant which I believe is still under construction consists of three massive circular arrays of thousands of mirrors oriented inward toward a central tower. As soon as we cleared the mountains southwest of BVU from 6;000 to 12;000 FT MSL still climbing there were three very bright reflections (one from each solar array) of the sun into the pilots and copilots eyes. The reflection from the northernmost array was the brightest and the largest and grew in size as we flew closer to the facility. The flight path of our aircraft passed overhead of this facility. At its brightest neither the pilot nor co-pilot could look in that direction due to the intense brightness. From the pilot's seat of my aircraft the brightness was like looking into the sun and it filled about 1/3 of the co-pilots front windshield. In my opinion the reflection from these mirrors was a hazard to flight because for a brief time I could not scan the sky in that direction to look for other aircraft.




Synopsis: A flight crew experienced a very bright; intense light from three solar complexes which interfered with their ability to scan for traffic while climbing westbound between 6;000 and 12;000 feet along J60/V12 southwest of NATEE Intersection.
Date: 202001
Local time of day: 1201-1800
Location: BDL.Airport, CT
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight phase: Initial Approach
Airspace: Class C BDL
ATC / advisory: Tower BDL
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Anomaly: Conflict Airborne Conflict
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure; Airspace Structure
Primary problem: Ambiguous

Narrative: Immediately after we broke out of the clouds on approach; we observed what looked like a drone to right of the Runway 24 at BDL. It had purple and red led lights. Pointed it out to Tower and to aircraft that followed us on approach.




Synopsis: A320 Captain reported sighting a drone while on approach to BDL.
Date: 201702
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Weather elements / visibility: Snow
Aircraft: A300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Autothrottle/Speed Control
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: Other Takeoff roll
Result: Flight Crew Rejected Takeoff; Flight Crew Returned To Gate; General Maintenance Action
Contributing factors: Company Policy; Human Factors; Weather; Aircraft
Primary problem: Ambiguous

Narrative: On the takeoff roll; we had the Auto Thrust System (ATS) lever trip right around 80 knots. Both the captain and I heard it and saw what had happened and the captain elected to reject the take off. We returned to the gate and had maintenance look in the courier compartment for any water. There was some water that had come from the main cargo area and ran into the galley area from the reject. They also found some water in the courier compartment and thought that it was possible that some of the cans may have been loaded with snow still on them earlier that morning. It's possible that some of the water they found in the courier compartment may have caused the auto throttle lever to trip. Don't load cans with snow on them into the airplane.




Synopsis: A300 First Officer reported a rejected takeoff when the auto thrust tripped off at 80 knots.