elihoole/asrs-aviation-reports huggingface dataset:
Date: 202010
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Reporter qualification: Maintenance Airframe
Human factors: Distraction; Fatigue
Anomaly: Deviation / Discrepancy - Procedural Maintenance; Ground Event / Encounter Other / Unknown
Detector: Person Maintenance
When detected: Other serviced
Result: General Maintenance Action
Contributing factors: Human Factors; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: I was moving a lift to do a door lube.  When done with the R2 door I moved the lift while looking to the rear; I did not realize that the lift was in drive not reverse.  While looking over my shoulder I felt the tug go forward I hit the brakes.  I did not feel it strike the aircraft. I then moved the lift to the L2 door and completed the lube on the L2 door and then moved the lift back to the parking area.  I did not know that I had contacted the aircraft until notified by the Senior Manager.  The lighting was poor and I had never done a door lube on this type of aircraft.  I also had just came back from almost three weeks off from being quarantined for COVID-19.  I was not used to night and was very tired.When selecting the lift to Reverse it inadvertently ended up in Drive.  Some of our lifts have drive forward on the gear selector and some have drive in the back of the gear selector.  Shifters are not lit and some go forward to go forward and some go forward to go aft.I really have no idea [for suggestions] other than making sure all lifts have the gear selectors the same way.  Gear selector levers should be lit at night so they can be observed.




Synopsis: Technician reported making contact with an aircraft after moving a lift in the wrong direction.
Date: 201701
Local time of day: 0601-1200
Location: DCA.Airport, DC
Flight conditions: IMC
Light: Daylight
Aircraft: Medium Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B DCA
ATC / advisory: Tower DCA
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert
Contributing factors: Environment - Non Weather Related; Procedure; Weather
Primary problem: Procedure

Narrative: While shooting an approach into DCA Runway 19 LDA Z; Tower informed us that we were low and we received an aural terrain alert from the aircraft. Just before this occurred we broke out above minimums and we were turning to track the river. As pilot monitoring; I did not see a high sink rate or course deviation based on our flight instruments. I responded to the Tower by stating 'We are visual.' We landed and did not have any further issues.




Synopsis: Air carrier flight crew reported receiving a Tower low altitude alert along with an aircraft terrain warning after breaking out above minimums and turning to track the river on the Runway 19 LDA Z approach to DCA.
Date: 201702
Local time of day: 1801-2400
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Other Person
When detected: Other Post-Flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Human Factors
Primary problem: Company Policy

Narrative: Was unaware that my captain was not qualified to do my IOE training flight.


Second narrative: Advised after the flight that a captain flew as a check airman when in fact he had not received his final check by the FAA.


Synopsis: Air carrier First Officer and an airline employee reported IOE training was done by a Captain who had not received his certification by the FAA to be a check airman.
Date: 201206
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Bonanza 35
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Takeoff / Launch
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: DC Battery
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Electrical instruments started failing about 1;000 FT AGL on runway heading. Initiated a right turn back to the runway; tried to contact Tower on failed radio. [I] squawked 7600 on transponder; received transmission from an entity that monitors 121.5. I tried to lower gear with no positive result [and] contacted ATC. Advised them of the situation and declared an emergency. Center responded. I told them I was going southeast of the airport to manually crank down the gear. ATC approved and requested to let them know when I was ready to go to [departure airport] to land. [I] got gear down but no green lights due to the electrical failure. Told ATC ready to go to [departure airport] they approved a straight in. [I] asked Tower for a fly by to verify gear down. On fly by Tower indicated that the gear looked down. Circled and successfully landed. After shutdown [I] called Tower Supervisor for follow up; he indicated everything was good on his end. Airplane inspection showed that the battery had failed.




Synopsis: A BE35 loss of battery took down the electrical system.  An emergency return to departure airport was followed by a safe landing.
Date: 201907
Local time of day: 0001-0600
Location: ZZZZ.ARTCC, FO
Aircraft: B767-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: Center ZZZZ
Aircraft component: Normal Brake System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During initial climb out from ZZZZ; we had a 'Wheel Well Fire' warning at FL260. We immediately lowered landing gear because we were restricted to speed 250 kts by ATC at the time.  I read aloud the QRH checklist for 'Wheel Well Fire' twice.  Once that was completed (warning light out already); Captain transferred control to me so he could read the checklist himself.  I focused on flying the aircraft by navigating through some weather system. I descended to FL200 in order to maintain safe airspeed. Captain called Company Dispatcher via SATCOM and discussed about course of action.  I did not note any hot brake temp during Before Takeoff check; and during the emergency procedure; I noted all brake temp indicated 0.  We all agreed to continue to ZZZ since we had sufficient fuel w/ reserve. We requested ZZZ Approach to have fire trucks stand by to inspect our landing gear just in case. Landing was non-eventful; and post flight inspection showed no signs of fire damage.




Synopsis: B767 pilot reported that at cruise the Wheel Well Fire light illuminated. Flight crew accomplishing the QRH and subsequently made an uneventful landing at destination airport.
Date: 201310
Local time of day: 1201-1800
Location: ZAU.ARTCC, IL
Flight conditions: VMC
Light: Daylight
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E ZAU
ATC / advisory: Center ZAU
Second aircraft: Cessna Aircraft Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Human factors: Situational Awareness
Second reporter function: Captain; Pilot Not Flying
Anomaly: Conflict NMAC; Deviation - Altitude Excursion From Assigned Altitude
Detector: Automation Aircraft RA; Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance; Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Environment - Non Weather Related

Narrative: I clicked off the autopilot and autothrottles and performed the descend RA down to 10;500 FT when the TCAS reported clear of conflict. The Captain; pilot not flying; told ATC that we were responding to an RA. Chicago Center cleared us to 10;000 FT near HIHRY. The general aviation aircraft was not talking to Center and was moving right to left on us.  We came within 200 FT altitude and lateral of the traffic. Center re-cleared us to 10;000 FT and we continued uneventfully.


Second narrative: Level at 11;000 on the TRTLL RNAV Arrival into O'Hare. ATC called traffic at 1 o'clock but before I could answer the radio we received an RA. First Officer flawlessly executed the RA Maneuver; disconnected the autopilot and autothrottles and descended 500 FT before the 'clear of conflict' announcement was made. I notified ATC that we were responding to an RA and that we had descended to 10;500 FT and had acquired the target visually. Airplane was a light Cessna and I estimate we were within 300 FT vertically and within 200 FT laterally of that traffic. ATC descended us to 10;000 FT. Autothrottles and autopilot were reengaged and the flight continued normally.


Synopsis: An air carrier crew reported taking evasive action during a TCAS RA with a Cessna on the ORD TRTLL1 RNAV near HIHRY intersection.
Date: 201909
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Other Load Planning
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Weight And Balance; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Hazardous Material Violation
Detector: Person Ground Personnel
When detected: Pre-flight; Routine Inspection
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Received a call from [Company] cargo in ZZZ regarding flight. The Cargo Agent had called and mentioned that the hazardous cargo was not loaded. This information was provided after the flight had been loaded and weight information had been sent to the aircraft. A call was made to ZZZ Operations to make re-finalize the flight information. The flight was finalized with the Hazardous material showing loaded on the aircraft. The Ramp finalized the information knowingly that the Hazardous material WAS NOT LOADED.




Synopsis: Airline Ground Agent reported a communication breakdown between aircraft ramp load personnel and Load Planning regarding incorrect finalized Hazmat cargo data indicating it was loaded on aircraft when it was not.
Date: 201305
Local time of day: 0601-1200
Location: PAE.Airport, WA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Robinson R22
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Final Approach
Airspace: Class D PAE
ATC / advisory: Tower PAE
Second aircraft: Bonanza 35
Reporter organization: FBO
Reporter function: Pilot Flying; Trainee
Reporter qualification: Flight Crew Private
Human factors: Communication Breakdown
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: We (R22B helicopter) approached Paine Field from downtown Everett to avoid over flying Port Gardener waters. We were given clearance to the intersection point of the coastline and the extended centerline of Runway 16L [8 NM final]. We reported 'coastline' and began our turn onto the approach path for [Runway] 16L. At about 1.5 miles out; Tower broadcast our position to a Cessna that was told to extend its downwind leg and fall in behind us as #3 for landing. At about 1 mile final to Runway 16L the position of #1 had not been reported by Tower; and we could not see #1 traffic ahead. Just as we decided to ask Tower for a position report for #1; #1 (Beech Bonanza) over flew us approximately 5 FT to the left and 25 FT above. Tower was contacted immediately; and we were diverted between the parallel runways; away from the fixed wing traffic. At this point we opted for a straight in landing to D2 Taxiway.A discussion with my instructor following the incident hit upon a couple of factors that may have contributed to the incident: First; during our approach; there was a change of controllers in the Tower. Secondly; neither of us remembered hearing a position report for #1; instead of hesitating; trying to 'see' #1; we should have made the position request as soon as we were identified as #2.




Synopsis: Student helicopter pilot with instructor on visual approach to PAE; reports a NMAC with a BE35 overtaking at 1.5 miles on final. The reporter had been apprised that he was number two for landing but the position of number one was not determined until the NMAC. A controller change occurred during the approach.
Date: 201307
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: PC-12
Operator: Air Taxi
Operating under: Part 135
Flight phase: Landing
ATC / advisory: UNICOM ZZZ
Second aircraft: Skylane 182/RG Turbo Skylane/RG
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Conflict Airborne Conflict; Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Object; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: As I was approaching [the airport] I called in for a traffic report at 20 miles out; to report my aircraft and to talk to other possible traffic. One airplane landed and taxied clear of the active. No other traffic ever reported on frequency. As I was on short final a Cessna 182 taxied out and took off in front of us with no radio contact. After repeated attempts to reach him I was forced to land as a turn was not possible at that altitude. If I had gone around he would have climbed into me. I decided to land short; if I had rolled out long he may have decided to land again and it would have been on top of me. I applied reverse [thrust] and brakes; and subsequently the left main tire went flat and steered us off the left side of [the] runway. We impacted a runway light as we left the runway. The other aircraft flew the pattern and landed on [a different] runway and taxied to parking and left the airport. Possibly [with] more diligence [I] would have seen him on the runway and we could have gone around and not had the short landing. All crewmembers did not see him [until] he was right in front of us taking off.




Synopsis: PC-12 pilot reported a C182 took off just before his arrival without announcing intentions on CTAF. Reporter felt it was unsafe to go-around; so landed short and ran off the runway when he blew a tire.
Date: 202106
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B737-800
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 Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Dispatch; Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was provided with two NOTOC forms late in the boarding process which I reviewed and signed. I kept a copy of each and OPS kept a copy of each. Distracted by a delay in boarding bags; I forgot to verify a NOTOC statement in the remarks section of the Dispatch Release per FOM. The error was realized once airborne when Dispatch contacted us to verify we had the NOTOC. We communicated with Dispatch; amended our release; and asked them to communicate with ZZZ Operations to add the pen and ink change to the release as well.




Synopsis: B737-800 Captain reported not completing the Hazmat procedure requirement to verify NOTOC prior to departure.
Date: 202106
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Oil Pressure Indication
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
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Inflight Shutdown; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Departure Airport; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While operating Aircraft X; which was scheduled service from ZZZ to ZZZ1; we received a Master Warning for L ENG OIL PRESS. This prompted me to run the affiliated QRH procedure. After doing so we notified ATC and returned to ZZZ. It appears that the left engine lost oil during climbout. While climbing through FL330 for FL360; we received an aural warning and triple chime for L ENG OIL PRESS. This prompted us to run the L ENG OIL PRESS QRH. As we ran the QRH I gave control of the aircraft and radios to First Officer. The QRH asked if we met any 2 of the listed 3 indications for which we did. The conditions that we met were L ENG OIL PRESS warning message and affected engine oil pressure below limits. The QRH then directed us to complete the Engine Failure/ In-Flight Engine Shutdown checklist. After this occurred we communicated with ATC; Dispatch; the flight attendants; and the customers to return to ZZZ.




Synopsis: CRJ-900 Captain reported a L ENG OIL PRESS master warning on climb; resulting in an In Flight Shut Down and an Air Turn Back to precautionary landing.
Date: 201604
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Beechjet 400
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Main Gear Tire
Component problem: Failed
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Rejected Takeoff; General Evacuated
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Our Beechjet 400A was cleared for takeoff. As the copilot called 80 knots; I noticed I was using more left rudder than normal to maintain runway centerline. I opted to abort per the operations manual and began to slow the aircraft using brakes; reverse thrust; and speed brakes. As the aircraft was coming to a stop; tower advised us that our right tire was on fire. After stopping to the right of the runway centerline; the crew shutdown the aircraft and emergency evacuated the aircraft with our two passengers.




Synopsis: BE400A Captain reported rejecting the takeoff when he noticed a yaw tendency. During the reject procedure; Tower advised the right main gear tire was on fire.
Date: 201710
Local time of day: 1801-2400
Location: PHX.Airport, AZ
Light: Night
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B PHX
ATC / advisory: Tower PHX
Second aircraft: B757 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Procedure

Narrative: PHX Approach Control vectored us to an eight mile final for Runway 26 coming off of the EAGUL 6 Arrival. The Controller told us to 'Maintain 190 knots to a five mile; if able.' I replied 'We'll do our best.' About 15 seconds later she said 'Normal speed; and contact Tower' Our TCAS was very cluttered with ground traffic and traffic to our left for the south Runway 25L. We contacted Tower at about seven mile final and were immediately told 'cleared to land Runway 26; 50 knot overtake on preceding traffic.' At that time we notice the preceding aircraft at only two miles ahead of us. It was a B757; very light weight; and five seconds later Tower said '70 knots overtake; make S-turns to the north.' My FO was flying; we were fully configured and at final approach speed; and made a 60 degree turn to the north; then turned back; pointing right at the traffic landing on the south runway; started turning final at 1000 AGL. In the last 200 before landing we encountered very aggressive wake turbulence from the 757. During the S-turn I told the FO we'll never make this; we needed to go around. He continued. I monitored the approach but was extremely uncomfortable. We landed as the (other carrier) aircraft cleared the runway.I cannot believe the Controller put us in that situation. It was an unsafe job by the ATC Controller. It looked like it might work out; so I let the FO continue. I was prepared to call for a go-around if the preceding aircraft was not clear. It was close; but he cleared just as we crossed the threshold. I should have been more directive on the go-around call and taken the aircraft. Superior judgment prevents having to use superior flying skills.




Synopsis: B737 Captain reported encountering wake turbulence on short final at PHX in trail of a B757.