elihoole/asrs-aviation-reports huggingface dataset:
Date: 201506
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Nosewheel Steering
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Rejected Takeoff
Contributing factors: Procedure
Primary problem: Procedure

Narrative: Lined up for takeoff; captain's leg. We straightened out and captain advanced the thrust levers and hit TOGA. As the power was starting to come up; we got a master warning and configure gear steering warning on EICAS. He rejected the takeoff immediately and the warning cleared. I advised the tower that we had aborted the takeoff and that we needed no assistance. We discussed what had happened and how fast we were going at that point. Since we had shutdown almost immediately; our ground speed was probably no faster than 20 KTS.We advised tower that we were ready to go and departed uneventfully.I thought that we had gone far enough to get the gear in lock position before takeoff. Apparently not far enough in this case. In the future; I will let it roll a lot further than 30 FT to make sure before I go to TOGA.




Synopsis: Upon advancing throttles for takeoff; a 777 pilot reported receiving an EICAS takeoff configuration warning due to Main Landing Gear not locked for takeoff. A low speed rejected takeoff was performed.
Date: 202006
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Amateur/Home Built/Experimental
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control; Flight Crew Returned To Gate
Contributing factors: Procedure; Aircraft; Human Factors
Primary problem: Human Factors

Narrative: Upon landing and during rollout; went left of center line and did not have all power out (throttle not all the way back). This caused me to be unable to maintain centerline and I committed to the grass on East side of runway to avoid a groundloop or over correction. No damage; no injuries and was able to taxi back to runway and all the way to hangar without incident or signs of damage.




Synopsis: Pilot reported a runway excursion.
Date: 201311
Local time of day: 1201-1800
Location: ZNY.ARTCC, NY
Weather elements / visibility: Turbulence; Windshear
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
Airspace: Class E ZNY
ATC / advisory: Center ZNY
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Second reporter function: Pilot Not Flying; Captain
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: At 16;800 and climbing for level off at 17;000; we encountered wake turbulence or windshear that caused buffeting and then an abrupt left wing low condition causing autopilot to fail. Pilot flying controlled aircraft immediately but while attempting to correct aircraft attitude; we climbed to 17;400 FT. We returned to 17;000 immediately and told ATC of event. He said it was not a problem and he cleared us to FL280.


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


Synopsis: EMB-145XR flight crew reported encountering wake vortex in climb that resulted in an altitude deviation.
Date: 201401
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: PC-12
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown; Time Pressure
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation; Person Flight Crew
Result: Flight Crew Became Reoriented; General Flight Cancelled / Delayed
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: First flight since new FAR 117; crew fit for duty before every flight in effect. Second leg; short turn very busy and left gate without confirming fit for duty. Stopped taxi and went to free text on ACARS to send in info. Reply back it worked. Still made scheduled arrival.




Synopsis: Air Carrier First Officer discovers he has failed to sign FFD (Fit for Duty) in compliance with new FAR 117 prior to pushback.
Date: 202012
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Hydraulic System Lines; Connectors; Fittings
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was CA (Captain) and PM (Pilot Monitoring).  Departed late due to ELAC (Elevator & Aileron Computer) 1 MEL (Minimum Equipment List).  South of ZZZ at FL390; we had ECAM for HYD (Hydraulic) G RSVR (Reservoir) LO AIR PR (Low Air Pressure).  I ran the ECAM and told ATC we had a HYD issue.  ECAM put us into ATL LAW (Alternate Law) and FO (First Officer) had to hand fly.  We asked for lower altitude and told ATC we wanted ZZZ1 and I sent ACARS to Dispatch.   I was running the COM and getting ATIS and found out ZZZ was showing 002OVC (200' Overcast) and 1 1/2 vis (Visibility).  I asked ATC if there was anything better for weather and he said the region was all the same.  We decided to go to ZZZ.  Once the COM was complete I called and briefed the FA's (Flight Attendants) and made PA to the passengers.  We decided that I would take over and fly the approach and landing. We briefed the ILS 11 Approach and the FO hand flew the Aircraft until about 15-20 mile final so I could take my time and take a few minutes to 'gather my thoughts.'  We started to configure early and we had to gravity extend the gear.  Now we were in direct law and started to fly the approach..  We saw the approach lights and continued and saw the runway at minimums.  We landed.  We taxied to the gate and briefed the passengers and deplaned.  I made the phone calls to Company; Dispatch and Maintenance.  Maintenance looked at the issue and found out there was HYD fluid all over and we had a bad O ring. They fixed the issue and we were about to land in ZZZ1 about 5 hours late.




Synopsis: A320 Captain reported a Hydraulic System Failure inflight resulting in a diversion.
Date: 202105
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Amateur/Home Built/Experimental
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
Airspace: Class G ZZZ
Reporter organization: Personal
Reporter function: Pilot Not Flying; Instructor
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Commercial
Human factors: Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Ground Strike - Aircraft
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was not present when the event occurred. I am the instructor who signed off this student for solo. The winds were calm; the student was proficient; and to my knowledge; the aircraft was well maintained when I provided instruction to him the previous day. The following is what the student told me. After touch down; the student attempted to make an early exit; and allowed the stick to return to neutral and applied brakes. This caused the tail wheel to lift off the ground and he lost control of the aircraft. He told me that his wingtip touched the ground and there may have been damage to one of the wings. He stated that he will have the aircraft manufacturer or other qualified mechanic inspect; repair and return the aircraft to service. To my understanding; the cause of the event was the student's failure to keep the stick in the full aft position; combined with excessive braking. This appears to be the result of a momentary lapse of judgement on his part. The student was highly proficient in all procedures involving taxi; takeoff and landing of the aircraft. This error was not made on any recent instructional flights. Following the procedures taught to him by his instructors (keeping the stick full aft; minimizing brake usage; and taking the next exit) would have prevented the event from occurring.




Synopsis: Flight Instructor reported that the student reported loss of aircraft control on landing rollout during solo flight in a tailwheel aircraft.
Date: 201305
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: Citationjet (C525/C526) - CJ I / II / III / IV
Operator: Fractional
Operating under: Part 91
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: AC Generator/Alternator
Component problem: Failed
Reporter organization: Fractional
Reporter function: Captain; Pilot Not 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 Diverted; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On a position leg for a recovery of a trip; aircraft experienced a right generator failure. After the checklist was completed; and it would not reset the crew contacted Dispatch and it was decided upon to divert so that a different aircraft could be picked up to continue the recovery of the original trip. Approximately 20 NM from another airport on the arrival to [our divert station]; aircraft experienced the fuel pumps come automatically; the igniters come on; loss of power; and engine vibration; on the right engine which is the engine that had the generator failure. At that time the crew decided to declare an emergency and land at [the other airport] for obvious safety reasons. Aircraft was safely landed at [the other airport]. Upon rollout the fire trucks followed the aircraft onto the taxiway; clear of the runway. The crew was informed that smoke was trailing the aircraft on landing. Upon closer inspection after the aircraft stopped the fire crews alerted the flight crew the right engine was leaking liquid and at this point the aircraft was evacuated following a total shutdown and associated checklists. At no time was fire detected in or out of the cockpit or around the airplane. The aircraft was towed linemen back to the FBO.




Synopsis: CE525 Captain experiences a generator failure enroute on a ferry flight and is instructed to divert and pick up a replacement aircraft. During arrival the engine with the failed generator begins to vibrate and fails. The crew elects to divert to a nearby airport with a longer runway.
Date: 201401
Local time of day: 0001-0600
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight phase: Takeoff / Launch
Aircraft component: Autothrottle/Speed Control
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Weight And Balance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure; Human Factors; Aircraft
Primary problem: Human Factors

Narrative: At approximately 100 KTS on takeoff; I noticed that we were doing a reduced thrust takeoff. As we were going pretty fast; and the acceleration seemed to be very normal; I elected to continue the takeoff with the notion that if there were troubles; I would push the power up. I spoke with the Load Planning Supervisor the next morning; and he stated that there is some software glitch when there is landing weight limit; and then that limit is removed. In this case; in the background where it is not readily apparent to the Load Planner; the software removes the restriction against reduced thrust. He stated that the computer will sometimes; on its own; override the input of the Load Planner; and create a reduced thrust takeoff. He seemed to think that it is when there is an original runway or other limit; that is removed due to light loads; then the [takeoff] limit becomes controlling; and the computer overrides the 'No Reduced Thrust' command; and replaces it with an assumed temp. Apparently this outcome is not apparent to the Load Planner in the normal course of business.




Synopsis: B757 Captain reports noticing at 100 KTS during takeoff that reduced thrust is being used with full power being the planned setting. The takeoff is continued without adjustment. Discussion with the Load Planning Supervisor the next day indicates that the load planning computer has a mind of its own.
Date: 201509
Local time of day: 1801-2400
Location: JNU.Airport, AK
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Airspace: Class D JNU
ATC / advisory: Tower JNU
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial
Human factors: Situational Awareness
Anomaly: Inflight Event / Encounter Object; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was in the right hand pattern making touch and go's. On the second circuit I heard a jet making an approach. I believe there were others in the pattern behind me. I decided to make a short approach to allow more space/time for the others and the jet.  I lined up on the extremely bright row of lights which I took for the center line and continued my descent. As I started my round off and flare I realized that I was centered on the right edge lights. I immediately initiated a go around. As I started my climb I struck one of the edge lights.  I went into a holding pattern. After the traffic was clear I made a low pass to have my undercarriage checked and then made a normal landing.   There was no damage to my aircraft.




Synopsis: A C172 pilot reported lining up with the runway edge lights and striking a light before executing a go-around.
Date: 201206
Local time of day: 0001-0600
Location: CRW.Airport, WV
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class C CRW
ATC / advisory: TRACON CRW
Second aircraft: Helicopter
Reporter organization: Government
Reporter function: Approach; Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Confusion
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Helicopter departed general hospital and advised approach that they were inbound to CRW.  General is located just South of final to Runway 5 at CRW.  The helicopter violated our LOA by departing on his own and came very close to the CRJ-200. We have had this problem before with multiple reports and other complaints being filed. It is rare that we are on Runway 5; so it doesn't come up very often; but when it does it is quite ugly. There are two hospitals just under final. Our airport is located on top of a mountain; so it is hard for pilots to communicate to the Tower using the current LOA. There is talk of a new LOA being in the works; but this has been a rumor for over a year and nothing has been signed. Maintenance has relocated a receiver for 128.5; but that isn't Tower's frequency nor is it mentioned in the current LOA with these helicopters. Until procedures are updated we will continue to have unsafe situations here when we are using Runway 5. Some controllers tell these helicopters to advise on 128.5 when lifting off and some say before lifting off. Yet some controllers tell them nothing at all and expect them to follow the LOA. This varied idea of a procedure is causing more confusion to controllers and pilots. The new LOA with the helicopters landing at the local hospitals needs to be put into effect. All helicopters landing at the hospitals need to be cosigners of this LOA or not be allowed to land there.




Synopsis: CRW Controller voiced concern regarding the handling of medical helicopter operations to local hospitals during the seldom used Runway 5 configuration.  The reporter noted the LOA provision does not cover these operations adequately.
Date: 201505
Local time of day: 1801-2400
Location: LAX.Airport, CA
Flight conditions: VMC
Light: Night
Aircraft: Medium Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B LAX
ATC / advisory: TRACON SCT
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Distraction; Confusion; Communication Breakdown
Anomaly: ATC Issue All Types; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Separated Traffic; Flight Crew Returned To Clearance
Contributing factors: Procedure; ATC Equipment / Nav Facility / Buildings; Human Factors
Primary problem: Procedure

Narrative: We are filed to ZZZ from LAX via the CASTA4 Departure. As we contacted Ground to taxi he initially said taxi 24L but then changed his mind and said 'We'll let you go off 25R tonight. So taxi to 25R via Bravo.' No mention was ever made of a different departure procedure. And this is not unusual because the same thing happened to us the night before. So we're still on the CASTA4 which makes a right course change to 311 degrees at MKGEE. That altitude cap is usually 9000 but SoCal thought we were on the GORMAN4 and he gave us an altitude climb to 13000. So when we made the right turn at MKGEE were headed right toward his inbound traffic stream so he screams turn left to 250 and then he starts trying to tell us we're supposed to be in a 250 heading because we're on the GORMAN4. We pulled out the PDC and read it to him. He then told us there was no separation violation but they were looking into it.My question would be how is it that SoCal doesn't know what departure a flight is on. If we've been cleared via the CASTA4 and he thinks we're on the GORMAN4 we've got a major problem.I will avoid this in the future by asking the Tower Controller to verify the departure procedure if there's a runway change.




Synopsis: Pilot doesn't understand how SoCAL [SCT] doesn't know if he is on the GORMAN4 or CASTA4 departure. Aircraft turns northbound and controller vectors it back to a 250 heading.
Date: 201702
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: RV-8
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
Aircraft component: DC Battery
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Engineer; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While flying a level 360-degree turn (for a compass calibration test); we briefly noticed (for a few seconds); an acrid odor that quickly stopped. We terminated the test and headed southwest and climbed from approximately 7500 MSL to 8500 MSL. Examining the instruments; I noted that the amperage and the battery voltage were fluctuating (within the green band). [A few minutes later]; we began to smell a 'solvent type' odor. The ammeter reading increased to 44 amps; the battery volts increased to 19.8 volts; and the electrically powered fuel indicator failed. We began an immediate descent; and all electrical switches were turned off. A few moments later; we began getting smoke in the cockpit from behind the instrument panel; and we began a high-speed emergency descent. This was followed by a dramatic increase in smoke density; making it difficult to breathe; and reducing visibility in the front cockpit to near zero. We opened the canopy in order to evacuate the smoke; and landed on the nearest available road. After landing; the smoke continued from behind the instrument panel; [and] I applied Halon to the area. After exiting the aircraft; we determined the smoke was coming from the battery compartment. We applied the remainder of the Halon; and then poured dirt into the battery compartment to extinguish the fire.The time from the initial odor/high electrical reading; until landing; was approximately 4 to 7 minutes. Battery Type: EarthX ETX 680 (approx 2.7 hrs of use). Alternator/Voltage Regulator: BoschEFIS/Engine Instrumentation: Dynon Skyview HDX




Synopsis: RV-8 pilot reported landing on a small road after the cockpit filled with smoke from an electrical system problem.