elihoole/asrs-aviation-reports huggingface dataset:
Date: 202003
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: B767-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Initial Climb
ATC / advisory: Tower ZZZ
Aircraft component: Main Gear
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Private; Flight Crew Multiengine
Human factors: Distraction; Workload; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: Other initial climb
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Upon departure from ZZZ we had a gear disagreement and gear doors; we proceeded to set flaps one speed and advise ATC of our problem. The Captain called for the QRH and we proceeded to do both items gear disagreement and gear door. We told ATC of our problem and told the company about our situation; Maintenance Control told us to come back to ZZZ. Upon performing all the required checklist for our phase of flight we perform the alternate gear extension procedure; we notice it took approximately 8 to nine miles for the gear to show three green. We discussed this and decided to do a flyby to verify that the gear was locked; we notify the tower of our intentions; they gladly gave us vectors to perform our maneuver. Upon having verbal confirmation that the gear was down we told them that we had two souls on board; negative Hazmat and 180 minutes of fuel. We performed our landing uneventfully and taxied to [Company] ramp.




Synopsis: B767 First Officer reported a land gear malfunction/warning after takeoff.
Date: 201708
Local time of day: 1801-2400
Location: PBI.TRACON, FL
Flight conditions: Marginal
Light: Night
Aircraft: SR22
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class D PBI
ATC / advisory: TRACON PBI
Reporter organization: Government
Reporter function: Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
Result: Air Traffic Control Separated Traffic; Air Traffic Control Issued New Clearance
Contributing factors: Procedure; Airspace Structure; Human Factors
Primary problem: Procedure

Narrative: I was working the South Departure/Feeder position on a west operation. There was some weather in the area causing various deviations and increasing traffic complexity. Tower had turned a departure headed to a destination to the south; northbound. The North Departure was working this aircraft back west and south. They had left the aircraft at 3000 feet in order to top him with other departures and 3000 feet was the normal altitude for the aircraft's destination airport. The Tower then released Aircraft X. The departure strip scanned a 260 heading which is a standard heading for his departure transition area and type aircraft. SR22s climb and maintain 1500 feet on departure.I had issued a climb to 2000 feet reference the crossing traffic about 7 miles ahead of him at 3000 feet and issue the traffic. After a while I noticed his course of flight had him much further south than a 260 heading. As I began to inquire about the tower assigned heading the Local controller keyed up the override and informed me he actually assigned a 240 heading; not a 260. I immediately turned Aircraft X to a 270 heading because he had drifted into a 2600 MVA (Minimum Vectoring Altitude) for antennas but I was unable to climb due to the 3000 foot IFR traffic. Once I had determined I had positive lateral separation with the traffic I issued a climb to above the MVA. The approved tower assigned headings are 280; 260; or 190 so that aircraft do not depart into the 2600 foot MVA and have to stop at 1500 feet. The tower deviation from standard operating procedures and traffic limitations resulted in an aircraft coming in proximity to terrain.Recommend controllers adhere to published SOP in order to not depart IFR aircraft into an MVA above their initial altitude assuming the departure controller will be able to issue a climb above the MVA in a timely manner.




Synopsis: A Departure Controller received a departing aircraft on a heading which placed the aircraft below the Minimum Vectoring Altitude.
Date: 201507
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: VMC
Weather elements / visibility: 30
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Propeller Assembly
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness; Distraction; Workload
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Procedure; Human Factors; Aircraft
Primary problem: Ambiguous

Narrative: I was performing a test flight after recent maintenance. While circling [the airport] at approximately 2500 feet MSL; the engine ran rough for a brief second. I immediately throttled back and upon realizing that the engine was not developing power; turned off the mag switch. I was on an extended left downwind for runway XY at approximately 1800 feet AGL at this time. I turned off the fuel and preformed a successful on-field landing. Upon examining the aircraft discovered the propeller was missing and no further damage to the aircraft.




Synopsis: The pilot of a small airplane lost engine power in the pattern during a post maintenance test flight. He secured the engine and landed successfully.
Date: 201310
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: MD-82
Operator: Air Carrier
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Powerplant; Maintenance Airframe
Human factors: Situational Awareness; Distraction; Communication Breakdown; Workload
Second reporter function: Technician
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Human Factors; Equipment / Tooling; Procedure
Primary problem: Human Factors

Narrative: October 2013; late night; I was assigned to perform an engine wash with two other mechanics on an MD-82 aircraft. I prepared the #1 Engine for washing operation and after completion I reconnected the lines and removed the wash ring. The aircraft departed on time the next morning.  On the following day; the aircraft returns to ZZZ and I was assigned to perform an A-Check Inspection with Mechanic Y. I began the inspection with #1 Engine; followed by #2 Engine. After closing the cowling on #2 Engine; I was interrupted for an aircraft move; and a #2 main tire change. I thought that I had completed the #2 Engine Inlet Inspection. I must have missed it. I realize how easy it is to get distracted. From now on I will take the inspection paperwork with me and check the items as I perform them. Interruptions.


Second narrative: I [as Mechanic Y] was assigned the #2 Engine for Engine Wash Card 71-97-05.  I installed the nozzle with the line. Upon finish of the cycles; I serviced the truck with water until full.  When everything was done; I assumed my co-worker; [Mechanic X]; had  disconnected the nozzle when I saw the hose lying down on the ground; so I rolled the hose up. [I was informed] aproximately seven days later; about my mistake; I didn't visually check the engine myself. It's my responsibility to do job right; I forgot to disconnect the nozzle. For some reason I forgot to remove the ring. Whether it was [due to a] change in routine or whatever the cause; I forgot to remove the ring. Lack of communication. I assumed that my co-worker had removed the nozzle ring when I saw the hose lying on the ground. I didn't look in the engine myself.Never assume that another will accomplish the task without checking verbally or physically myself. Also; extend [wash] nozzle line pass engine inlet; to make it more visible from the ground.  Or; possibly [develope] a Tool Checklist as an addition to [Engine Wash Card] paperwork to remove ring and hose in one step at the same time. Complacency. Graveyard Shift.


Synopsis: Two Aircraft Maintenance Technicians (AMTs) were informed that a wash nozzle had not been removed from the inlet of #2 Engine on an MD-82 aircraft; after completing an Engine Wash Card.
Date: 201511
Location: ZZZ.Airport, US
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: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Fatigue; Other / Unknown; Time Pressure
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Company Policy; Human Factors
Primary problem: Company Policy

Narrative: Flight Attendants (FA) were originally scheduled for [Flight X]. Our crew was legal up to XA10. As we approached this time we were still fueling air craft. Two chief pilots told us that we're closing the aircraft door. They were going to continue fueling while the doors were armed. They told the Flight Attendants this was legal because the jetway was hooked up to plane. Paperwork came thru the window. The door was closed to prevent FA from going illegal with two minutes to spare. We continued to sit at gate while plane was refueling ; doors armed; paperwork thru window. I ask; along with my crew if this is safe. If there was a fire; door 2 is armed; jetway is filled with 2 chief pilots and 4 inflight supervisors. That slide would have been very dangerous.




Synopsis: The flight attendant questioned the wisdom of refueling with the cabin doors armed while still connected to the jetway; reportedly to keep the crew from going illegal.
Date: 202201
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Commercial
Human factors: Troubleshooting; Situational Awareness; Distraction
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure; Human Factors; Environment - Non Weather Related
Primary problem: Human Factors

Narrative: After normal flight and landing; long rollout with aerodynamic braking was used. At low speed; I went to apply brakes; and inadvertently pressed the right rudder pedal to the floor; and did not apply any brake. Was unable to apply any pressure to left pedal. Departed the runway at low speed. I called on my passenger; also a pilot; to apply the brakes from the right seat. He did so; and the plane stopped on the grass with no damage. Probable cause: unfamiliar footwear. I normally fly in sneakers. On this day; due to cold weather; I was wearing hiking boots. On the rollout; I discovered I could not feel the pedals.Factors effecting human performance: I have been struggling with fear in the cockpit for > XX years; since a long flight in IMC in which I encountered prolonged strong downdrafts. I have retrained several times; trying to enjoy flying again. During Covid; I was not flying at all; and in the last month; had made a few flights to try to find peace and happiness in the cockpit again. So; I was nervous; and that probably kept me from being fully aware of the obvious; that these shoes have very large thick soles; that could interfere with manipulation of the pedals.




Synopsis: Pilot reported a runway excursion due to an inability to effectively manipulate the rudder pedals while wearing sub optimal footwear.
Date: 201505
Local time of day: 1201-1800
Location: LEX.Airport, KY
Light: Daylight
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class C LEX
ATC / advisory: Tower LEX
Second aircraft: Small Aircraft
Reporter organization: Government
Reporter function: Other / Unknown
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Confusion; Situational Awareness
Anomaly: Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft RA
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Took Evasive Action
Contributing factors: Equipment / Tooling; Human Factors; Procedure
Primary problem: Equipment / Tooling

Narrative: Aircraft X departed LEX assigned 050 for crossing traffic that was pointed out to tower. Crossing traffic was aircraft Y.  Traffic was issued to both aircraft by radar east. Shortly after; aircraft Y reported the aircraft X in sight.  As legal class C separation of 500 feet vertical was being maintained; aircraft Y was not instructed to maintain visual separation as it was not required.  Aircraft X was advised aircraft Y had him in sight but aircraft X immediately reported he was responding to RA and descending.  The pilot of aircraft X stated that even he was confused why his TCAS was commanding an RA in this situation.  No loss of separation occurred.This is all too common an occurrence in Class C radar environments.  It's getting so that we either have to provide 3 miles or 1;000 feet between IFR/VFR aircraft or else the IFR will report they're responding to a TCAS RA for a non-event.  I honestly have no idea what could be done to fix the issue.  It's not like we want to go back to the days of giving the pilots an option to follow or not follow TCAS RAs; but perhaps there needs to be a system setting for Class C/D airspace and Class A/B airspace environments. Given that the pilot of the Aircraft X sounded perplexed as to why he was getting an RA; and the frequency at which this type of event occurs; it doesn't seem too farfetched to consider that maybe pilots are getting tired of such 'the boy yelled wolf!' scenarios.  At what point do such nuisance/unwarranted RAs cause pilots to lose faith in the RA system; or induce a false sense of complacency when responding to them?




Synopsis: A LEX Tower Controller reports of an airborne conflict that traffic has been issued to. One of the two aircraft sees the other. The other aircraft gets an RA and descends. Legal separation was continued but the Controller is reporting that this type of conflict happens all the time in the Class C environment. The Controller is concerned about the 'boy yelling wolf' scenario that pilots might lose faith in the RA System.
Date: 202001
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness; Time Pressure
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Aircraft; Procedure; Human Factors; Environment - Non Weather Related
Primary problem: Procedure

Narrative: Aircraft was fueled to 11.0; which was 400 pounds above minimum planned. We were advised five minutes prior to push of a wheels up time. Pushed on time and taxied single engine. Ground advised departure time extended. Started remaining engine and departed. First indication that I missed the fuel check was at level off when FMC indicated 'Using Reserve Fuel'. We landed with 5.9 of fuel. I normally recheck the fuel prior to departure. Since we were already 400 pounds over planned and taxied single engine; my expectation bias was that we were good on fuel. I will be more deliberate in my fuel check habit pattern.




Synopsis: An Air Carrier pilot reported departing with less than minimum takeoff fuel due to ATC delays while taxiing.
Date: 202002
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Icing; 1
Light: Daylight
Aircraft: PA-46 Malibu/Malibu Mirage/Malibu Matrix
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Corporate
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Took Evasive Action; Flight Crew Landed in Emergency Condition; Flight Crew Diverted
Contributing factors: Weather; Procedure
Primary problem: Weather

Narrative: Direct flight from ZZZ to ZZZ1 at 10;000 ft. Icing was projected from freezing level to 14;000 ft.; however headwinds were very strong so the plan was to fly at 10;000 ft. until visible moisture was encountered and then climb above the clouds. Immediately upon noticing frost forming; requested [a] climb to 14;000 ft. Within minutes ice buildup was so severe that even at full throttle [the] aircraft was unable to climb. Requested diversion to closest airport; ZZZ2; as the ice buildup was continuing and loss of control would have been imminent. Due to low ceiling and severe ice buildup making very shallow turns and several approaches were required to finally make a successful landing.




Synopsis: Pilot reported diverting due to severe icing and aircraft unable to climb out of icing conditions.
Date: 201309
Local time of day: 1201-1800
Location: ORD.Airport, IL
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Human factors: Other / Unknown; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation; Person Flight Crew
Result: General None Reported / Taken
Contributing factors: Procedure; Human Factors
Primary problem: Ambiguous

Narrative: On pushback we were cleared to start both engines. As second engine was starting; we suddenly got a 'fwd cargo door open' warning. Captain queried the tug driver and was told; 'They just need to throw on another bag.' Captain told them the Number 2 engine was turning. By the time the engine stabilized; the door was closing. This could easily have resulted in either serious personal injury or damage to the aircraft engine. Truly a first time experience for me.




Synopsis: A320 First Officer reports the forward cargo door opening while the engine on that side is being started. The ground crew is queried and the crew informed that a late bag is being loaded.
Date: 202007
Flight conditions: VMC
Weather elements / visibility: Thunderstorm
Light: Daylight
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion; Situational Awareness; Communication Breakdown
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Manuals; Procedure; Human Factors
Primary problem: Human Factors

Narrative: ATC assigned a deviation right of course and then a direct to a fix when clearing severe weather. After clearing the first major buildup on our current heading a build up on our current course appeared and we then turned left (still right of course by at least 20 miles) but we did so without advising ATC. I can't say how much time elapsed but I'd guess 2 to 5 minutes. ATC called us up and asked if we had changed our heading and we indicated that we had turned left to avoid a buildup in front of us. The Controller did not seem happy that we didn't notify him. The Captain seemed expressed that although we were still right of course and did move in the interest of safety that we should submit a report. Shortly after the conversation we cleared the weather and went direct to our next fix and ATC did not say anything else. Lack of communication. Advise ATC immediately if changing heading to avoid severe weather.




Synopsis: An Air Carrier pilot deviating right of course for weather reported ATC questioned them when they turned left for further deviations.