elihoole/asrs-aviation-reports huggingface dataset:
Date: 201403
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Main Gear
Reporter organization: Air Carrier
Reporter function: Inspector
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Communication Breakdown; Confusion; Fatigue; Workload
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Maintenance
When detected: Routine Inspection
Result: General Maintenance Action
Contributing factors: Chart Or Publication; Human Factors; Incorrect / Not Installed / Unavailable Part; Aircraft; Manuals
Primary problem: Manuals

Narrative: Maintenance personnel say they found the Left-Hand (LH) Main Landing Gear (MLG) Auxiliary (Aux) Retract actuator to be missing a bushing on the 'wing side' bolt attachment point on Aircraft X; a CRJ-900 aircraft in the ZZZ hangar.  The aircraft was in the hangar due to a leaking MLG Retract actuator. The bushing was replaced with no damage noted. ZZZ Maintenance reported a missing slip bushing. February 2014; during Routine Overnight Maintenance (RON); I; as the Inspector; along with a Mechanic X; installed the LH MLG Aux Actuator on Aircraft X.  We performed Task Card RXXX6; Step-9.  We installed the LH MLG Aux Actuator as required by CRJ-900 Aircraft Maintenance Manual (AMM) Task 32-32-03-XXX.  The maintenance procedure calls out to install the slip bushing and pin in the Aux Actuator in Step 4 A. (1); (d).  There is a 'Note' under the Step that states: 'Make sure the slip bushing (17) is under the head of the pin.'  Further; if you reference Figure (Fig) 405; Sheets One and Two both show the bushing UNDER THE HEAD OF THE PIN for the LH AUX Actuator AS SHOWN.  The right side is opposite.  When I looked at the hardware stack it looked correct.  The AMM Manual was wrong; the bushing is in fact installed under the washer on the nut side.  You have to bend over and carefully look for the bushing when in place or you will miss it.  I understand that only a bushing was required to correct the problem. After researching this procedure; I noticed that the AMM I had to work with was updated two days after I performed this task.  The CRJ-900 AMM Temporary Revision (TR) 32-XXXX Revision issued two days later has corrected the misprint to state in the Note: 'Make sure the Slip bushing (17) is under the washer (21) on the LH MLG and under the head of the pin (20) on the RH MLG.'  Furthermore; they corrected the figures (images) and even added an additional Figure for clarification. Fatigue. Graveyard shift.




Synopsis: An Aircraft Maintenance Inspector was informed that a slip bushing for the Left-Hand (LH) Main Landing Gear (MLG) Auxiliary (Aux) Retract actuator was found missing on a CRJ-900 aircraft; approximately three weeks after he inspected the actuator installation. The Aircraft Maintenance Manual (AMM) Figures (drawings) were incorrect.
Date: 201408
Local time of day: 0601-1200
Location: LAX.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B LAX
ATC / advisory: TRACON SCT
Second aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Human factors: Confusion; Situational Awareness; Time Pressure
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance
Detector: Automation Aircraft RA; 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: Procedure

Narrative: On the SADDE arrival we were given 'cross SMO at 7;000; depart heading 070' Approaching SMO we got a 'traffic' advisory and saw an RJ ahead and well below crossing in front north bound; well de-conflicted. After we had passed; (and what I perceived as us separating) we got the red box on the PFD and a command to climb. I disconnected the autopilot; started to pitch up; and almost as soon as the RA advisory popped up; it then cleared. The whole even was maybe 2 seconds; and we resumed the descent to 7;000.




Synopsis: A B737 First Officer reported taking evasive action to a TCAS TRAFFIC advisory from a departing jet at 7;000 FT near SMO on the LAX SADDE STAR.
Date: 201511
Local time of day: 1201-1800
Location: FXE.Airport, FL
Flight conditions: VMC
Light: Daylight
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Test Flight / Demonstration
Flight phase: Initial Climb
Airspace: Class C FLL
ATC / advisory: Tower FXE
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness; Time Pressure; Communication Breakdown; Distraction
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural FAR
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: On departure from FXE the tower did not hand me off to departure in time to contact Miami Departure and thus I entered the outer ring of the Class Charlie airspace of FLL (which overhangs FXE) and they informed me of an airspace violation. It was never the intent to enter the airspace; but when I climb at 3700 FPM; I entered the airspace at 1200 MSL quickly; and faster than the controllers could switch me over. Next time I will hold 1200 ft until I am switched.




Synopsis: Pilot reported an airspace violation he attributed to ATC not switching him soon enough to get clearance to enter Class Charlie airspace.
Date: 202108
Local time of day: 1201-1800
Location: ZZZ.Tower, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Commercial Fixed Wing
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Workload
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: On very short final for a landing on runway XX with a landing clearance; we were ordered to go around by ZZZ Tower. My humble estimate was that we were at about 50 feet altitude. Aircraft Y crossed runway XX at taxiway 1 heading east bound and was directly in front of us on the runway. A go around was executed and we were cleared to 4;000 feet and took radar vectors for a landing on runway XY. The rest of the flight and landing was uneventful. First Officer was the pilot flying and did an excellent job. I highly commend the tower controller for their quick actions and decision making in making the immediate call for us to execute a go around. Had the timing been just seconds later; this incident could have had a very different outcome as we would have touched down.




Synopsis: Captain reported ATC issued a go around instruction at approximately 50 feet due to an aircraft crossing the active runway and complied with instructions.
Date: 201809
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Powerplant Lubrication System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Inflight Shutdown; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During the RNAV Arrival; Engine Warning indicated that #2 engine oil pressure was low; crew determined that the engine needed to be shut down. The flight was given priority landing. Aircraft landed without incident and taxied to the gate. Loss of oil pressure; caused a shutdown of engine and single engine landing.




Synopsis: EMB-145 First Officer reported an in flight engine shut-down due to low oil pressure during arrival.
Date: 201412
Local time of day: 1201-1800
Location: EWR.Airport, NJ
Flight conditions: IMC
Weather elements / visibility: Rain
Light: Dusk
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B EWR
ATC / advisory: Tower EWR
Aircraft component: GPWS
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion; Situational Awareness
Anomaly: Deviation - Speed All Types
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Aircraft Equipment Problem Dissipated; Flight Crew Took Evasive Action; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Aircraft
Primary problem: Aircraft

Narrative: Flaps were oversped while complying with Resolution Advisory (RA) maneuver. Descending at Flaps 5 and 250 KIAS at 1;500 feet; I advised the Captain of the TCAS; and told him about our altitude. He reduced the thrust to stop the over speed and pulled up to arrest our descent. He did not add thrust when our pitch increased and we got a low speed stick shaker at 1;500-2;000 feet MSL. We eventually restored our flight to a normal SOP. It was very confusing receiving this TCAS RA so low with only one set of instruments indicating a possible traffic conflict. The TCAS had been written up the day before both on a departure and on an arrival. Maintenance could not duplicate on the ground. It was released back into service. We advised ATC of our conflict resolution; and asked about the location of any other possible aircraft nearby. ATC advised of no other aircraft nearby.




Synopsis: B757 First Officer experiences a TCAS RA at 1;500. The flying Captain responds by descending which causes a flap overspeed. Thrust is reduced and the nose is raised to stop the descent and overspeed. Stick shaker was induced before climb thrust could be reestablished. The RA was apparently false and the aircraft had a history of similar events.
Date: 201901
Local time of day: 1801-2400
Location: EWR.Airport, NJ
Flight conditions: IMC
Weather elements / visibility: Rain
Aircraft: B767 Undifferentiated or Other Model
Operator: Air Carrier
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Airspace: Class B EWR
ATC / advisory: Tower EWR
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Provided Assistance; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Icing; rain 5sm Brkn 007; OVC 012. Night operations poor visibility. Normal approach; normal landing. ILS 4R. Exited RWY P4. Tower clearance 'TAXI P; Y; Cleared to cross 4L Contact Ramp' Poor visibility with icing; and rain; when clear of 4L; First Officer contacted Ramp; Captain remained with Ground (Split radios). Confusing taxi instructions from ramp 'RK' Captain turned right at Taxiway R from Y and in error crossed Runway 11/29 on R; cleared runway turned left on Z stopped aircraft at Z and S. Captain set brakes and confirmed with crew that we were in the wrong position; ensured Pilot Flying and Pilot Monitoring on same frequency. First Officer called Ground to identify position and get additional taxi instructions. Ground cleared us to 'taxi Z; U; RK cleared to cross runway 11/29 contact ramp.' After discussion and confirmation we taxied to [the gate] without further incident. Crew fully debriefed at the gate.Contributing factors: Poor communications in understanding Ramp Clearance (split radios) Captain on Ground; First Officer on Ramp; night time Winter Ops (with poor visibility icing; rain and mist); need additional taxiway signage in that area (very confusing low visibility); long crew day.




Synopsis: B767 Captain reported a taxiway incursion at EWR airport.
Date: 201403
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: IMC
Light: Night
Aircraft: Challenger Jet Undifferentiated or Other Model
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Helicopter
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Confusion
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter VFR In IMC
Detector: Automation Aircraft RA; Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Procedure; Weather
Primary problem: Ambiguous

Narrative: Helicopter checked in the over the freeway interchange to transition VFR at 1;500 FT MSL westbound. I misheard his words VFR as a SVFR request since the field was reporting IFR. I also missed the ATIS code. I gave him a clearance through Class Delta SVFR. My Local Approach 1 (LA1) said he's VFR. I advised the helicopter about the traffic inbound from the north; a Challenger; and instructed the helicopter to hold over the freeway interchange (approx 1.2 miles from the ILS/freeway intersection). I advised the Challenger about traffic; 11 O'clock; [and] 2 miles holding over the interchange; no factor (the pilot mumbled something [and] said he's in IMC). As the Challenger passed the freeway intersection I told helicopter the Challenger passed the freeway transition; approved westbound and caution wake turbulence; ZZZ airport wind calm. The helicopter was westbound at 1;500 FT MSL and the Challenger southbound on about 2 mile final at 1;800 FT MSL. The Challenger advised he was responding to an RA and climbing but has the field insight. I instructed the Challenger to continue runway heading and say intentions as my LA1 was coordinating with overlying TRACON. The Challenger said he has the field in sight and continue the approach to land. I cleared the Challenger to land again. At the time the Challenger said he responded to an RA he was at 1;800 FT MSL the helicopter was at his 8-7 o'clock position 1-2 miles; 1;500 FT MSL and had the Challenger in site.I advise that the CIC and FD/CD should not be combined on weather conditions like this. Local Controller 1 (LC1) and LA1 both missed the ATIS code. I also recommend that the Tower as a team talks about SVFR and different scenarios on days that weather keeps changing. Controllers should have a better understanding how RA's work. The traffic was behind so I didn't think it was still a factor.




Synopsis: Challenger aircraft had a TCAS RA in IMC; after Tower Controller allowed a VFR helicopter into the Class D airspace.
Date: 202106
Location: ZZZ.Airport, US
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
Aircraft component: Waste Water Disposal System
Component problem: Improperly Operated; Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Human factors: Fatigue; Communication Breakdown; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Equipment Issue
Detector: Person Flight Attendant
When detected: In-flight
Result: Flight Crew Diverted; General Flight Cancelled / Delayed
Contributing factors: Procedure; Human Factors; Aircraft; Company Policy
Primary problem: Aircraft

Narrative: On the night of July XX; the lavatories stopped working. I made the decision to divert the aircraft to ZZZ to get the lavs serviced. Once on the ground in ZZZ I was contacted by NAME and the manager on duty of Operations Control. NAME was not professional during the call; placing all of the blame on me for the situation. I unfortunately had to deal with the situation because the lavatories were never serviced in ZZZ1. I was upset; annoyed; and disappointed by the attitude of the director of Operations Control. I was berated and interrogated by him for the decision to divert. What was needed in this situation was assistance from Operations Control and Dispatch so the flight could continue. Due to the unprofessional attitude from Management and the blame being placed on me for the situation I was unable to sleep soundly when arriving in ZZZ2. when we departed ZZZ2 I felt fine; but as the flight continued I started to become fatigued. When I landed in ZZZ1 I called Crew Scheduling and told them I was fatigued for Flight XXXX to ZZZ3; and removed myself form the flight for the safety of the passengers. This was caused by ZZZ not servicing the LAV; leading to a diversion; and the lack of professionalism from Operations Control leading to lack of sleep.




Synopsis: EMB-175 Captain reported hostility and unprofessional communication when contacting Dispatch and the MOD after a decision to divert for lavatory servicing caused by departure airport ground agents not servicing lavatories before departure.
Date: 201512
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Electrical Distribution Busbar
Component problem: Failed
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 FLC complied w / Automation / Advisory; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Flight called enroute with a DC ESS BUS 1 failure. After review of the QRH with maintenance and the crew it was determined that they should continue to destination which was 260 miles away at that time. The QRH stated to land as soon as possible.During the communication via ACARS and radio the crew informed Dispatch that they had turned the battery off and that they had not lost any systems due to the DC ESS BUS fail. The QRH did say to land as soon as possible; however; after discussion between Maintenance; the Crew and Dispatch it was decided to continue to destination. The nearest alternative was an unfamiliar airport not in our OP specs and an airport which we had not been to. Although the [aircraft] had not lost any of the listed systems in the QRH; if any or all had been lost it was felt it was felt the safer action would be to land at the destination.




Synopsis: An Embraer ERJ Crew with a DC Essential Bus 1 failure at night; after consulting with Maintenance Control and Dispatch; continues to theirs destination instead of landing at an unfamiliar alternate airport.
Date: 201504
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Windshear; 10
Light: Daylight
Aircraft: Cessna 120
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Landing
ATC / advisory: Tower ZZZ
Reporter organization: FBO
Reporter function: Single Pilot
Reporter qualification: Dispatch Dispatcher; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Training / Qualification; Situational Awareness; Distraction
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Strike - Aircraft; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Regained Aircraft Control; Flight Crew Took Evasive Action; Flight Crew Became Reoriented
Contributing factors: Weather; Procedure; Human Factors
Primary problem: Human Factors

Narrative: I went up with my tailwheel instructor CFI to get current and proficient in the tail dragger after a 5 month absence from flying a conventional gear airplane. On my last landing (which was a 3 point landing dead on center-line) during the roll-out I failed to maintain directional control using left rudder to counteract weathervaning which caused the plane to ground loop. The winds were coming from the west at 280/13 KTS and the airport was landing aircraft on 180. This was a direct crosswind. I have done training before with winds much higher than this. However; after 5 months absence my skill level declined and I was not quick enough to respond to the relative high crosswinds. (However; the Cessna 120 does not have a designated crosswind limit since it was manufactured in the 1940s) In the future; I will retrain with winds more benign than the ones that were present on the day of this incident.Very minor damage occurred to the L wing tip and no bodily injuries occurred. We were very fortunate and I learned a very valuable lesson with regard to my own personal limitations in flying a tailwheel airplane.




Synopsis: A C-120 pilot with his instructor training for recurrency; ground looped the aircraft in a crosswind because he had not flown in a while and reacted inappropriately to the winds.
Date: 201412
Local time of day: 1201-1800
Location: MQS.Airport, PA
Flight conditions: VMC
Weather elements / visibility: 20
Aircraft: Bonanza 36
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
Second aircraft: Helicopter
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: 4 aircraft flying together - Mode S Squawk. Evasive action had to be taken to avoid Sikorsky helicopter flying in opposite direction.




Synopsis: A flight of four aircraft including the reporter's BE-36 took evasive action to avoid an opposite direction helicopter.