elihoole/asrs-aviation-reports huggingface dataset:
Date: 201506
Local time of day: 0601-1200
Location: ZZZ1.Airport, US
Flight conditions: VMC
Aircraft: B767 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class B ZZZ1
ATC / advisory: Tower ZZZ1
Aircraft component: Nose Gear
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying
Human factors: Confusion; Distraction
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Air Traffic Control; Person Flight Crew; Person Observer
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Upon liftoff; nose gear had unusual amount of vibration/wobbling; however; gear retracted normally.  Upon selecting gear DOWN; nose gear slammed down with green indications. Requested flyby of ZZZ1 tower which reported gear did NOT appear to be all the way down.  Additionally; [another aircraft] reported that nose gear appeared 'cocked.'Returned to ZZZ1 with uneventful landing.Taxied clear of runway.  Inspection by Crash Fire and Rescue (CFR) and ZZZ1 maintenance reported no damage.  Gear pins were installed by ZZZ1 Maintenance on taxiway and proceeded to gate with no additional events.Entry requesting inspection of nose gear made in [logbook].


Second narrative: Upon the fly-by; the Tower said that the NOSE gear seemed to be extended abnormally. I flew the go-around; while the Captain received input from an [aircraft] on the ground; who observed our flyby as well. That flight also reported to the Captain that the nose gear appeared to be extended abnormal. We checked the QRH; and then we returned to land and landed uneventfully.


Synopsis: A B767 flight crew noted an unusual vibration upon gear retraction. They continued to their destination and when they selected gear down the nose gear seemed to immediately fall into place. They did a Tower fly-by and both ATC and another pilot observing said the gear appeared to be extended abnormally. They continued to land without incident.
Date: 202006
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Aircraft: Commercial Fixed Wing
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: Indicating and Warning - APU
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain
Human factors: Situational Awareness; Distraction
Second reporter function: First Officer
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: This was my first time flying the airplane in 75 days. I did have sim 30 days ago. The FO hadn't flown in a couple weeks I believe. The airplane was full to capacity of XX pax. There was an issue with being able to take everyone before we left. Also there was a maintenance issue that was signed off but needed clarifying. Overall it was a smooth on time departure. During climb out above 10;000 we were discussing COVID and the new procedures. The APU altitude exceed message came up. We ran the QRH it went away and continued the rest of the flight without incident.


Second narrative: Climbing through FL330 we got a caution chime and EICAS message. APU ceiling exceeded. We followed the QRH instructions and shut down the APU with no further incidences.  I cannot recall what distracted me during engine start; but I did not complete my after start flow. In addition I did not notice that the APU was still running when I completed the after takeoff checklist. I should always believe that something is wrong when my flow is interrupted and should repeat the checklist when this happens.  That will be my behavior in the future.


Synopsis: Air carrier flight crew reported forgetting to turn off APU and later exceeding the APU ceiling.
Date: 201310
Local time of day: 1801-2400
Location: PRC.TRACON, AZ
Aircraft: Skyhawk 172/Cutlass 172
Operator: Corporate
Operating under: Part 91
Flight phase: Initial Climb
Second aircraft: Skyhawk 172/Cutlass 172
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Confusion; Communication Breakdown
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Person Flight Crew
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: A C172 checked on my frequency with the intent to land PRC. I issued standard pattern entry instructions per local directives for the current runway configuration and airspace delegation. The instructions issued were for left traffic Runway 12. A second C172; checked on my frequency from the other Local Control position on departure heading 15 degrees left of runway heading. The VFR departure strip I had in front of me indicated the aircraft was requesting an eastbound departure. There was additional traffic; a helicopter; not involved with this report but was a factor for the second C172. After the helicopter traffic vs. the C172 was resolved; I issued instructions to the C172 to proceed on course which I expected to be eastbound. At this time the first C172 was inbound on the left 45 VFR pattern entry talking to the other Local Controller for descent and landing instructions. The second C172 actually turned to an approximate heading of 010; northeast bound; a flight path that conflicted with the first C172. I continued to work additional in-bounds and diverted my attention from the second C172. Moments later I received a report from the second C172 that they were passing under the first C172 by about 100 FT and that they have them in sight. I acknowledged the report; visually acquired both aircraft; and notified the other Local Controller of the traffic who was working the first C172 inbound. Recommendation; there were multiple factors that led to this event. The non-verbal coordination written on the VFR departure strip indicating the aircraft was requesting an eastbound departure was incorrect. My instructions to the aircraft were not specific enough; 'on course approved; rather than eastbound approved'; to listen and verify that the aircraft would comply. Traffic volume and complexity were both building at the time and my attention could not be fully applied to the second C172.




Synopsis: PRC Controller described a pattern conflict event when the internal Tower coordination failed.
Date: 201906
Aircraft: B787 Dreamliner Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Human factors: Confusion; Training / Qualification
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Aircraft; Company Policy; Human Factors
Primary problem: Company Policy

Narrative: B787 have a constant red illuminating padlock on every boarding door. Other carriers have an illuminating red padlock when armed and a green padlock when disarmed. Vendors have expressed concern that this method of a constant red padlock illuminating in the door could lead to a possible deployment as human error (complacency) could occur as an agent will just assume the door is disarmed when in actual fact; it is armed.




Synopsis: Ground employee the B787 has an illuminated door lock light on the passenger entry door which can be misinterpreted.
Date: 201309
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Cessna 402/402C/B379 Businessliner/Utiliner
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Aircraft component: Main Gear
Component problem: Failed
Reporter organization: Personal
Reporter function: Captain; Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Other / Unknown
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was flying in to refuel and continue when I was instructed by Tower to enter right base; configured aircraft for landing; and verified three green gear down and locked; applied flaps and performed standard landing. I was asked by Tower to clear on first taxiway to left; and informed Tower I was unable due to higher than taxi speeds upon landing and was asked if I could clear on [perpendicular runway] and informed yes since aircraft had slowed down to proper taxi speeds. I cleared left on runway and proceeded to contact Ground frequency. Contacted Ground and was instructed to clear right on Taxiway 'D1.' Cleared right on 'D1' and was beginning a left turn on Taxiway 'D' at no more than 5 to 7 mph; when right gear began failing and collapsed. I immediately closed throttle cut off mixture shutting both engines down; and closing fuel to both engines; and mags to both engines. Before shutting down master switch I contacted Ground and informed everything was ok and shut down master; proceeded to exit the plane to verify any fuel or oil leaks. Confirmed there were none; contacted local FBO for assistance.




Synopsis: C402 pilot experiences a right main gear collapse during taxi in after landing.
Date: 201507
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B737-800
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: APU
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Time Pressure; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: The aircraft on this flight had two MELs; the first was the right pack and the second was the left generator.  The single pack limited our altitude to a maximum of 25;000 feet; and the single generator required us to run the APU for the entire flight. I decided to take the airplane because the weather was good along the entire route. We were also carrying 16;000 lbs of ferry fuel. The flight proceeded normally until we were airborne about an hour when we noticed a Master Caution light illuminated because of an electric problem. We noticed the APU had shut down giving us the Source Off light. The APU was restarted; but the APU Low Pressure light remained illuminated and the APU shut down again. We realized we were down to a single generator and discussed airports to divert to. After talking to dispatch; we decided to come back to the departure airport. I [advised] ATC and told them we were down to a single generator and would be landing overweight. The arrival and landing were uneventful. The First Officer landed the airplane and I taxied to the gate with no further problems.




Synopsis: A B737-800 dispatched with a single generator and pack cruised at FL250 when the APU shutdown. The APU was restarted but shutdown a second time with a low oil pressure warning. The flight returned to the departure airport with a single generator.
Date: 201710
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Lancair IV/IVP
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pressurization System
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private; Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification; Flight Crew Landed As Precaution
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Cruising at FL250 and encountered rapid loss of cabin pressure. Donned oxygen max. Started emergency decent out of FL250. [Notified ATC]; they asked what altitude I was requesting; and while it was very difficult to hear I requested below FL120 and ended up stopping at FL100 after a controller change. After consideration I decided to land at ZZZ to look everything over before proceeding to the original destination. I spoke with my mechanic; and we decided the plane was good to fly on to my original destination. I did so at FL110 with no issues in flight.




Synopsis: LNC4 Pilot reported rapid loss of cabin pressure at FL250 resulting in a diversion to a nearby airport.
Date: 201906
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Dispatch
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: After reaching cruise altitude; a message from dispatch was received on the ACARS. The message said 'I was just notified by Operations that there was dangerous goods loaded - Flammable Maintenance Materials'. The First Officer and I were unaware of the Hazmat on the airplane until this time. No further action was taken by the crew.




Synopsis: A321 Captain reported Dispatch notification of Hazmat cargo on board during cruise. Flight crew not provided with required documents or NOTOC at departure airport.
Date: 201712
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Light: Night
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Initial Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Main Gear
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Was notified of air return due to left main gear unsafe warning light. Crew coordinated with ATC to be able to dump fuel to get under max landing weight. Approximately 53;000 lbs fuel dumped. [Caused by] Gear unsafe warning light.




Synopsis: Dispatcher reported that an aircraft received a 'Gear Unsafe' light; and elected to return to the departure airport.
Date: 201407
Local time of day: 0601-1200
Location: ZDC.ARTCC, VA
Weather elements / visibility: Turbulence; 50
Light: Daylight
Aircraft: Gulfstream IV / G350 / G450
Operator: Fractional
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZDC
Second aircraft: DC-10 Undifferentiated or Other Model
Reporter organization: Fractional
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: During a climb through 35;000 FT the aircraft started to roll to the right about 45 degrees and then a second roll to about 75 to 90 degrees (not sure exactly). I regained control of the aircraft after climbing about 3;000 fpm and then descended 3;000 fpm and leveled at 36;000 FT. After informing ATC we encountered wake turbulence; I asked ATC what aircraft we were following and they informed us we were following a DC-10 about 20 miles ahead that was climbing the same rate as us. Food Service was thrown to the floor. All on board had seatbelts fastened and there were no injuries. After resetting Flight Guidance computers we were able to use autopilot again and flight was back to normal. We took all corrective actions regarding the aircraft. I'm not sure how to correct the separation problem. It would seem 20 miles would be sufficient. If ATC informed us of the aircraft we were following and their position we could have the option of vectors; depending on the winds; to fly off the airway or be able to choose a different altitude.




Synopsis: GLF4 Captain reported encountering wake turbulence 20 miles in trail of a DC-10 at FL360 that resulted in a roll to as much as 90 degrees.
Date: 201907
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
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 / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight; Aircraft In Service At Gate
Result: Flight Crew Overcame Equipment Problem; General Work Refused; General Maintenance Action
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: As First Officer accomplished walk around the Crew Chief approached with a NOTOC (Notice to Captain) and stated that 3 of the 4 articles on the NOTOC were on the aircraft. He would let us know if the 4th showed up. At door closure; I had not received word of the 4th article and proceeded to the gate shack to ask the ground crew. They stated we had only 3 of the articles onboard; so I requested a new NOTOC; per [Company protocol]. The crew stated to me that the Crew Chief had closed the flight out and gone home and they could not change the NOTOC. They contacted a 'Zone Chief' for assistance. I went back to the flight deck and awaited word. The ground crewman and a 'Zone Chief' came to the flight deck and stated they could not fix the NOTOC; so they were going to remove the articles. We witnessed 5 articles removed from the forward cargo compartment. I spoke to [Company Cargo Operations] twice to try to find out what happened. He did state that 3 parcels of dry ice had been loaded; and the 4th had not. A copy of his email pasted below. We pushed late and flew to ZZZ1 uneventfully.Hello DG Management Team; Captain called [Company Cargo Operations] as follow up with a dangerous goods loading concern yesterday; which resulted in a flight delay. Reportedly; the ramp Crew Chief of provided Captain with a NOTOC that indicated 4 pieces of restricted articles onboard; but the flight's load plan only indicated 3 pieces of restricted articles onboard. Captain attempted to present this concern to the ramp Crew Chief for correction; but the Crew Chief had departed the area and was unreachable. Resultantly; 5 total packages were removed from the aircraft; the packages were also removed from the load plan; and the flight departed on a delay.Cause: Crew Chief submitted an erroneous NOTOC to crew; closed out flight prior to departure; and left for the evening.Suggestions: Crew Chief should remain at gate until flight closes and pushes back.




Synopsis: Air carrier Captain reported uncorrectable erroneousness NOTOC resulting in the removal of Hazmat cargo.
Date: 202003
Local time of day: 0601-1200
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Flight phase: Other Parked pre-departure
Reporter organization: Air Carrier
Reporter function: Captain
Anomaly: No Specific Anomaly Occurred All Types
Detector: Person Flight Crew
When detected: Other unknown
Result: General None Reported / Taken
Contributing factors: Company Policy; Procedure; Environment - Non Weather Related; Human Factors
Primary problem: Procedure

Narrative: In the interests of pilot safety; I have two ideas.  First; pilots should only use iPads to access the Checklist; instead of constantly touching the physical checklist; which I've never seen anyone wipe with a cleanser.  Secondly; since the FAA has already approved the new rule that oxygen be used above FL410 vs the old FL250; why doesn't the FAA pass that rule immediately.  The last thing we need is for pilots to start coming down with the virus.  Is this THE solution?  Of course not; but it may lower the risk.  Costs nothing and may provide benefit.  Why not do it?




Synopsis: Captain reported two safety ideas to assist with reducing exposure to COVID-19 in the flight deck.
Date: 201510
Local time of day: 0001-0600
Location: ATL.Airport, GA
Flight conditions: VMC
Light: Daylight
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower ATL
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Situational Awareness; Distraction
Anomaly: Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Human Factors; Airport
Primary problem: Airport

Narrative: ATL Ground control cleared us to Runway 27R via M; LC. ATL tower cleared us to line up and wait Runway 27R. As we taxied onto the runway the tower advised that we had used LB instead of LC.The taxiway signage and pavement markings for LC and LB are confusing. The first officer and I both thought we were following the signage for LC. There was not any loss of separation or other ground traffic affected by the error. The tower pointed out the error and then cleared us for takeoff.




Synopsis: An air carrier crew cleared to ATL Runway 27R at taxiway Lima Charlie; became confused but the taxiway signage and taxied onto taxiway Lima Bravo.