elihoole/asrs-aviation-reports huggingface dataset:
Date: 201405
Local time of day: 1801-2400
Location: MMU.Airport, NJ
Flight conditions: VMC
Light: Daylight
Aircraft: Citation X (C750)
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class G ZNY
ATC / advisory: TRACON N90
Reporter organization: Corporate
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Human Factors; Procedure
Primary problem: Ambiguous

Narrative: New York Approach cleared us down to 2;000 feet from 4;000 feet on arrival into MMU. Both pilots heard ATC instruct us to descend to 2;000 feet; and confirmed the altitude in the altitude selector. Passing through 2;500 feet we received a terrain advisory and stopped the descent when we were also queried by ATC. We immediately climbed back up to 3;000 feet and continued the approach in MMU. After the flight we talked about the event as a crew. We have done this arrival many times with New York Approach and believe the previous controller had cleared us down to 2;000 feet too early; since that is an altitude they frequently assign us on the arrival; and there may have been a controller change which added to the confusion.




Synopsis: CE750 First Officer reports being cleared down to 2;000 feet during approach to MMU resulting in a terrain warning and a low altitude alert from ATC. A climb to 3;000 feet is initiated and the approach is continued.
Date: 201506
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Dash 8-300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
ATC / advisory: Tower ZZZ
Aircraft component: Gear Extend/Retract Mechanism
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Executed Go Around / Missed Approach; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On approach in the landing configuration; around approximately 2000 feet MSL; there was a noise from outside the front of the aircraft; and the landing gear warning horn sounded for approximately 3 seconds. At the same time as the outside sound and warning horn; the First Officer (who was pilot flying) noticed the NLG red transit light flash on; then off; and concurrently the amber and green NLG lights extinguished then came back on. The First Officer and I quickly conferred and concluded that the NLG had tried to cycle its position to some degree. The First Officer had recently experienced a similar event on another aircraft. It was decided to discontinue the landing and perform a go-around and request vectors for another landing approach utilizing the alternate gear extension procedure. While being vectored back around for an approach and landing; we performed an alternate landing gear extension per the aircraft non-normal/emergency checklist. Upon completion of the gear extension; all indications were that the gear was down and properly configured; and I as pilot flying (per the checklist) made a normal approach and landing. An emergency was not declared for this event; nor was assistance requested once on the ground. Taxi to and parking at the gate was made on two engines without nose wheel steering; per procedure. Once parked at the gate with engines shut down; the First Officer promptly engaged the nose wheel locking mechanism; and main gear was subsequently pinned per the aircraft checklist. Presumed mechanical anomaly in landing gear operating and/or monitoring systems.




Synopsis: Dash 8-300 Captain experiences a momentary nose landing gear unsafe indication during approach after the gear had already been verified down and safe. A go-around is initiated and the gear is extended utilizing the alternate gear extension procedure.
Date: 201309
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Other Rejected Takeoff
ATC / advisory: Tower ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Time Pressure
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Rejected Takeoff
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Upon taking Runway 25R the right engine would not spool up. After several attempts the right engine appeared to respond and the takeoff was initiated. At 80 knots I felt things were settling to normal and we could continue the takeoff. I was then out side and prior to V1 the First Officer called abort. The abort was several knots bellow V1. The right engine was erratic again and that is why we aborted. The abort was normal with no further incident.Do not continue a takeoff above 80 knots if either engine is not within parameters.


Second narrative: [This Report contains no additional information.]


Synopsis: An MD-83's right engine stabilized at takeoff thrust after being slow to spool; but at about 120 KTS its EPR began oscillating so the Captain rejected the takeoff.
Date: 201311
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Weather elements / visibility: Turbulence; 10
Light: Daylight
Aircraft: Bonanza 36
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
ATC / advisory: UNICOM ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Human-Machine Interface
Anomaly: Ground Event / Encounter Object; Ground Excursion Runway; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Object; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Regained Aircraft Control; Flight Crew Diverted
Contributing factors: Human Factors; Aircraft; Weather
Primary problem: Ambiguous

Narrative: I departed with 35 gallons of fuel on board; 4 passengers and one bag. The weather at destination was clear with winds 8 KTS at about 220 degrees at departure. Approaching destination; I saw on my iPad the winds had changed to 17 KTS gusting to about 27 KTS at about 220 degrees; almost a 90 degree crosswind. I then revised my flight to ZZZ where the winds were 17 KTS at about 250. ZZZ has one Runway 10/28; so they were favoring Runway 28 with much less crosswind factor. I set up on a straight in approach for [Runway] 28. I was able to slip the plane and maintain runway centerline for at least 3 miles. At about 10 FT above the runway; a gust of wind unlike anything I have experienced before blew me up and slightly to the right. I added power and kept the plane centered over the runway. I then reduced power to land. As soon as I reduced power; the nose was blown to the right and I landed with the mains 10 to 20 degrees off the runway heading. I was not able to straighten the plane or get airborne again. I dodged the runway lights; crossed the grass; crossed the taxiway; and skidded upright to a gradual stop after hitting 2 fence posts; one with each wing. No one was injured and the ELT was not activated.




Synopsis: BE36 pilot reports losing control during landing in strong gusty winds; departing the runway and striking two fence posts.
Date: 202010
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Light: Night
Aircraft: B777-200
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: Cargo Compartment Fire/Overheat Warning
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)
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Diverted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At Flight Level 390 about 150 north of ZZZ we received a Warning Aft Cargo Fire; notified ATC that we had an emergency situation and wanted to head back to ZZZ. Worked the checklist for AFT Cargo Fire warning; extinguished the fire bottle; fire warning went out after a few minutes. Continued to ZZZ for normal approach and landing. Fire Crew detected no heat coming from cargo area; continued to the gate and was met by Maintenance. Last I heard no fire but failed sensing. Flight crew did excellent job.




Synopsis: Air Carrier Flight Crew flying 777-200 aircraft reported aft cargo fire warning in flight.
Date: 202101
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Transport; Low Wing; 2 Turbojet Eng
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion; Distraction; Time Pressure
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Maintenance
Detector: Person Flight Crew
Result: General None Reported / Taken
Contributing factors: Logbook Entry; Human Factors; Environment - Non Weather Related; Company Policy; Procedure
Primary problem: Environment - Non Weather Related

Narrative: Flight started out of ZZZ1 with an extended duty period that included X days 'on the road' (unknown to the crew at the time).  I did not verify the aircraft records to see when the next maintenance inspection was due.I usually always look at the aircraft book to see this information.  I did 'open' the aircraft book to retrieve the aircraft keys but did not check the numbers.  We usually have our aircraft books in the office and was my practice to look at all the numbers in the office.  During the COVID crisis it became our policy to keep the office locked up with no personnel so the books were now kept in the airplane.  Without Checking the numbers I flew .4 past the required inspection.




Synopsis: Pilot reported flying an aircraft without the proper documentation and correct maintenance records.
Date: 201203
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pressurization System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We had already begun the descent for the RNAV arrival and were at FL310 when we heard the cabin altitude warning horn. We (including the jumpseater) immediately donned our O2 masks; ran the immediate action checklist and went to the QRH. As the First Officer started on the pressurization checklist; I asked the jumpseater (737 CA) to coordinate with the flight attendants to tell them of our situation (TEST). We told ATC we had a pressurization issue if we could commence our arrival descent. They gave us clearance to descend immediately so we performed an emergency descent to raise the cabin altitude at the same time the First Officer and the jumpseater where closing the outflow valve to raise the cabin manually. The cabin altitude never went above 10;500. Since we were already in the descent portion of our flight and since ATC gave us the normal clearance to descend and since we only lost some pressurization; I opted not to declare an emergency. We knew that if our condition deteriorated we could declare an emergency at some point in the remaining flight. Also; the jumpseater said everything was fine in the cabin. We felt no pressure discomfort whatsoever. The First Officer and the jumpseater continued to manage the manual pressure controller to set us up for landing differential. Told ATC we would not need any other assistance and landed normally.




Synopsis: B737 Captain experiences a cabin altitude warning horn at FL310 during the descent phase.  ATC is advised and the descent rate increased while the First Officer and a jump seating Captain manage the outflow valve manually. The cabin altitude does not exceed 10;500 FT and a normal landing ensues.
Date: 201903
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Checklists
Component problem: Design
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Communication Breakdown; Confusion; Distraction; Troubleshooting
Anomaly: Deviation / Discrepancy - Procedural Other / Unknown
Detector: Person Flight Crew
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Human Factors
Primary problem: Company Policy

Narrative: This leg was the first leg of a four-day sequence which was; for both the CA (Captain) and I; the first experience with the procedural changes from challenge and response checklist to 'triggers and flows.' Both of us had reviewed the new checklist as well as accomplished the 'training' provided by the company. Regardless of that preparation; we found the transition to be substantially more difficult. Upon recognizing this issue; we identified our new checklist/flows as a threat; not only to our operation but to our CRM. Throughout this four-day sequence (which I flew with two different CAs) our new procedures were a focal point; and it often created confusion and obstacles to effective CRM. The triggers in many cases are at weird times. The 'flows' are cumbersome and have some portions that are very sporadic.....and don't 'flow'. The 'silent' portions include some very critical information which breaks down cockpit communication and CRM. The so called 'training' we received....a 12 minute video....on a procedural change...that doesn't seem like it was put together by pilots. In my opinion; it was very eye opening to see how much those changes in our checklist created confusion and impacted CRM. This needs to be look at again closely. The checklist needs to be changed to make more logical sense (from a pilot perspective) on the triggers; and the flows need to be more intuitive to include making some of the silent items; not silent to facilitate CRM. Training needs to be accomplished in a simulator.




Synopsis: 737-800 First officer reported the new checklist; 'Triggers and Flows;' created confusion.
Date: 201310
Local time of day: 1801-2400
Location: CVG.TRACON, KY
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E CVG
ATC / advisory: TRACON CVG
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Government
Reporter function: Departure; Approach
Reporter qualification: Air Traffic Control Developmental
Human factors: Communication Breakdown; Situational Awareness; Other / Unknown
Anomaly: ATC Issue All Types; Conflict Airborne Conflict
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued New Clearance
Contributing factors: Procedure; Human Factors
Primary problem: Procedure

Narrative: During an arrival push; while working arrivals; a CRJ-200 was inbound to CVG via the TIGRR fix at 110; heading approximately 230. When the CRJ was 1 mile from my boundary; I noticed an untagged aircraft; on a discrete beacon code; 7 miles SW of the CRJ's position; indicating 100; eastbound. I gave the CRJ a vector of heading 255 and immediately issued traffic. As soon as I issued the vector; I noticed the target appeared to have turned northbound and was still climbing. I issued a vector of H270 to the CRJ and once again issued the traffic; this time at 12 o'clock and 2 miles; out of 106 and still climbing. My trainer stepped in and issued a traffic alert and a climb to the CRJ; who then told us he was responding to a RA and would miss the aircraft by 1;000 feet. Recommendation; I suspect this unknown aircraft was a skydiving aircraft; operating out of Waynesville airport; which our facility does not have a LOA with. This company needs to be notified that even if they are VFR; anything above 100 is a bad place to be at the inbound fix. I'm not sure why the aircraft was on a discrete code; or who was working the aircraft.




Synopsis: CVG Controller described a TCAS RA event between an IFR air carrier arrival and a non-identified target on a discrete code a likely skydiving aircraft.
Date: 201811
Local time of day: 1801-2400
Location: HTS.Airport, WV
Flight conditions: VMC
Light: Night
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class D HTS
ATC / advisory: Tower HTS
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Private; Flight Crew Commercial
Human factors: Situational Awareness; Time Pressure
Anomaly: Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action; Flight Crew Became Reoriented
Contributing factors: Human Factors; Weather; Procedure
Primary problem: Procedure

Narrative: EGPWS message. On a visual for 12; we entered a 3.5-4 mile downwind at 2;300 feet for the FAF. Upon reaching 2 miles south; south-east of the FAF; we had the EGPWS message; 'Caution; Terrain; Pull up! Pull up!' Autopilot was disconnected; max thrust was initiated; and an immediate climb began as per procedure. Within 200 feet of initiating the climb; the message ceased. We climbed to 3100 and leveled off. Nothing was showing on the terrain feature on the MFD. Following the maneuver; we began our descent back down and did a regular pattern with no further instances.Not entirely sure why it happened; but it seemed to may have been caused by the wind and an obstacle 2 to 3 miles away. There is a tower at 1502 feet just south of the FAF for runway 12. We had a 45 knot crosswind pushing us northeast towards the field. Because we were only 800 feet above; and being pushed in towards the field; I believe this is what may have set it off. [Suggest] when doing the visual for 12 at HTS and coming from the south; either stay at 2;600 feet MSL and turn after WYLEE IAF; or do a 5 mile wide downwind leg. Hopefully this will avoid encountering our event.




Synopsis: EMB-145 Pilot reported receiving an EGPWS terrain warning and believes it was caused by winds pushing the aircraft towards a tower located just south of the approach course.
Date: 201310
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Dusk
Aircraft: B767-400 and 400 ER
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Compressor Bearing
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Powerplant; Maintenance Airframe; Maintenance Avionics
Human factors: Communication Breakdown; Confusion
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Routine Inspection
Result: General Maintenance Action
Contributing factors: MEL; Logbook Entry; Human Factors; Aircraft
Primary problem: Human Factors

Narrative: When performing Number 2 Engine Oil Supply Tube Flow Check on Number 6 bearing; the reading on the pressure gauge of the test equipment read between 30.5 and 31 psi. I tighten fitting on Tester to oil supply tube and reading was then right at 31 psi. The Task Card read; if 27 psi or less OK for service. If gauge read 27- 31 psi; I could defer; if pressure above 31 psi; item had to be repaired prior to the next flight. I conferred with the Lead Mechanic and he in turn called the Maintenance Co-coordinator; explained what we had and Maintenance Co-coordinator said we could defer. I followed the process to defer item for five flight cycles; stating in Log sheet the pressure was at 31 psi. Two days later; after aircraft had made several flights and was out of the country; someone was reviewing the Maintenance computer list of log inputs to clear items and in their judgment; felt that the aircraft was out of compliance with the statement of 31 psi that was stated on the Log sheet. I was notified of the maintenance event.




Synopsis: Several flights after performing a Number 6 bearing Oil Supply Tube Flow Check on a GE CF6-80C2; Number Two engine; an Aircraft Maintenance Technician (AMT) was informed the MEL deferral he created for the borderline high pressure oil reading was out of compliance.