elihoole/asrs-aviation-reports huggingface dataset:
Date: 201510
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Trinidad TB-20
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Landing Gear
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Situational Awareness; Fatigue; Distraction; Confusion; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Strike - Aircraft
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Diverted; Flight Crew Executed Go Around / Missed Approach; Flight Crew Took Evasive Action; Flight Crew Landed As Precaution; General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: At the end of an hour of airwork practicing Commercial maneuvers; I decided to practice spot landings on my way back from the practice area. The wind at the training airport was 310 @ 10 G 19 and I was cleared for the options on runway 26. My procedure for engine out spot landing called for power out and gear down abeam the point of landing. I chopped the power and put in landing flaps instead of putting gear down. As I floated beyond the box on the runway in ground effect; not slowing down much; I realized I had the gear up. I firewalled the throttle; but sank onto the runway striking the prop twice with the sound of a machinegun. The airplane then started to climb and I continued a go around. My instinct was to stay in the pattern and land; but there was other aircraft in the pattern. There was no vibration so I elected to fly back to home base at ZZZ1 without incident. Upon shut down I discovered that the prop was badly bent and partially shaved off. I called ZZZ tower to insure they knew how to reach me and encouraged them to check for FOD on the runway. I usually complete GUMPS at least twice and sometimes three times in the pattern and on final. I can only assume that my concern with the gusting crosswind distracted me from completing my procedures. I also believe that mentally I switched landing flaps for gear down in the procedure. Fatigue after aggressive steep turns; lazy 8s; 8s on pylons may also have contributed.




Synopsis: A fatigued TB20 pilot intended to practice an engine out spot landing but failed to lower the landing gear. He realized the error when the prop struck the runway as he went around; diverting to his home field.
Date: 201412
Local time of day: 1201-1800
Location: SFO.Airport, CA
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Taxi
Aircraft component: Oxygen System/Crew
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Physiological - Other
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Maintenance Action
Contributing factors: Procedure; Aircraft
Primary problem: Procedure

Narrative: During my preflight cockpit setup; I tested the Crew Oxygen system. While depressing the 100%/Test button on the oxygen mask; I noticed that the Crew Oxygen pressure on the overhead panel indicated 0 PSI. When I released the press to test button; the pressure went back up to 1700 PSI. I checked the other two masks in the cockpit and found the same issue. I wrote up the issue and maintenance came out to check the oxygen bottle in the forward cargo compartment. The mechanic found that after servicing the day before; the oxygen bottle valve had only been cracked open; not fully opened. He corrected the situation and we verified proper operation of the crew oxygen system.




Synopsis: The Captain of a B737 discovered the crew oxygen system failed to maintain pressure during the pre-flight check. Maintenance found the bottle valve only cracked open. When fully opened the system checked properly.
Date: 201808
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Ramp
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Procedure; Company Policy
Primary problem: Procedure

Narrative: Flight arrived with a battery powered wheelchair in pit 2. For some unknown reason the 2 batteries were removed from the chair and just sitting in the pit. No battery box. Prongs not covered. When we delivered it to the customer she was clearly distraught and shocked that we would take apart her husband's wheelchair without their permission or direction. With her instruction we were able to reinstall the batteries. The batteries were handled incorrectly; which could have led to a dangerous situation.




Synopsis: Ramp Agent reported battery powered wheelchair in cargo pit with batteries improperly removed and transported.
Date: 201407
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Chancellor 414A / C414
Operator: Corporate
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Final Approach
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial
Human factors: Workload; Communication Breakdown; Distraction
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After experiencing some abnormal engine parameters I turned back toward my departure airport. As a precaution I secured the left engine in flight. On about a 5 mile final Tower asked me to do a 360 to follow another aircraft. I informed them unable due to being on a single engine. I did not feel there was any danger or need for emergency vehicles upon landing and therefore no need to declare an emergency. However; I did not want to engage in any unnecessary maneuvering.




Synopsis: A C414 pilot secured an abnormally running engine after takeoff and returned to the departure airport but did not declare an emergency.
Date: 201302
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: SR20
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Taxi
Aircraft component: Lubrication Oil
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial
Human factors: Human-Machine Interface; Training / Qualification
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: Taxi
Result: General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: I had been flying with a CFI for 2 hours before leaving a CPPP [Cirrus Pilot Proficiency Program] for home. I checked the oil level before the dual flight. I thought it read five quarts. I checked the oil level before take off for the flight home. I thought I read five quarts on the stick. While idling and waiting for take off an oil warning light lit up. I found low pressure on the oil pressure gauge and a high oil temp reading. I notified ground control of the problem taxied back to the ramp and shut down. Checked the oil level again. I again thought it read five quarts. No evidence of oil loss on the belly or under the cowl. I added three quarts of oil. The stick then read six quarts. Upon restart the oil pressure and temp were normal. I need to check the oil level better. This oil stick does not show a good level when the engine has been running. Adding a quart has NO downside. I need to do a better preflight and look very closely at the oil dipstick.




Synopsis: SR20 pilot reports low oil pressure while waiting for takeoff clearance and taxis back to the ramp. Dip stick oil quantity indicates five quarts as it had previously. Three quarts are added and the dip stick indicates six quarts and engine run up indicates normal pressure.
Date: 201903
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Personal
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Time Pressure; Workload; Distraction; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was assigned a meet on Aircraft X. Prior to meeting this aircraft; I was with my partner for the shift working an inbound item on a meet for Aircraft Y for a Datalink Fault. Aircraft Y had a morning departure after arrival. I left Aircraft Y to meet Aircraft X leaving the inbound item on Aircraft Y open for the time being. Upon meeting Aircraft X I serviced oils and my partner went to check the logbook for any inbound items. Concerned with the inbound on Aircraft Y I did not get a chance to enter the oil servicing into the logbook on Aircraft X. I also accidentally left a tool used to open the cans of oil for servicing in the inlet of the #2 engine. I was notified of the issue and the maintenance team removed the tool from the inlet of Number 2 engine prior to departure.The shift occurred during extreme cold conditions and due to working [another aircraft] I was assigned that night with my partner I developed a cold. I felt under pressure with the inbound item on Aircraft Y and did not want the aircraft to catch a delay for the morning flight in case it had to be placed on MEL (Minimum Equipment List).I have contacted [Maintenance Control] to notify the issue with the oil servicing logbook entry for Aircraft X. A logbook entry and IOA block entry were made and entered into Workbench. The tool left in the Number 2 Engine inlet was removed prior to departure. I will be in better communication with my shift leads to adjust my workload and assistance.




Synopsis: Maintenance Technician reported not entering the service done into the aircraft logbook and leaving a tool in the inlet of an engine.
Date: 201501
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Weather elements / visibility: Turbulence
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 A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Flight Deck / Cabin / Aircraft Event Illness / Injury; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: General Physical Injury / Incapacitation
Contributing factors: Weather
Primary problem: Weather

Narrative: We encountered severe turbulence on descent from FL240 - FL200. It was reported by ATC as moderate about 20 seconds prior to entering the turbulence.  After receiving the weather report from ATC; the Captain immediately turns the Fasten Seatbelt sign on and made a PA.While he was making the PA we entered the turbulence around FL240. The turbulence we encountered fit the book definition of severe turbulence. Some navigational deviation as well as altitude deviations may have occurred during the turbulence episode. One Flight Attendant was taken to the hospital for evaluation.Earlier warnings by ATC if they have the information.




Synopsis: An aircrew while on descent for landing encountered severe turbulence. One flight attendant was injured enough to require hospital care. The reporter stated that earlier warning by ATC would have been helpful.
Date: 201909
Local time of day: 1801-2400
Location: BGR.Airport, ME
Flight conditions: VMC
Weather elements / visibility: 10
Light: Night
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Taxi
ATC / advisory: Tower BGR
Second aircraft: Small Aircraft
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: After landing Runway 33; I exited on Taxiway K. Tower did not hand me off to Ground; so I called Tower for taxi instructions. After no reply from Tower; I switched to Ground and requested taxi instructions. After no reply from Ground; I switched back to Tower; and Tower instructed me to 'Taxi to the GA ramp via A; B.' I proceeded along Taxiway A and turned off my beacon/strobes (single switch) to avoid blinding effect. My nav/position lights and taxi lights (nose and wing tips) were all illuminated.I did not see Aircraft Y until starting my turn onto Taxiway B. From the angle; it appeared Aircraft Y had been taxiing in parallel to (or nearly parallel to) my direction of travel on Taxiway A. At no time did I hear taxi instructions issued to Aircraft Y.Because Tower provided my taxi instructions; I was not listening to Ground. When talking to the Tower controller after the event; I mentioned that he appeared to be working multiple frequencies. He verified that he was; and that both aircraft received taxi instructions on different frequencies (me on Tower; Aircraft Y on Ground).There was no damage to either aircraft. We both stopped short of contact between the two aircraft. Once Aircraft Y cleared Bravo to continue taxi to Runway 33 via A; I completed my turn onto Taxiway B and parked in the GA tie-down area. During this final stretch; Tower asked me to call him via landline; at which time I answered his questions for his safety report.




Synopsis: GA pilot reported a ground conflict while the Local Controller was working both Tower and Ground frequencies.
Date: 202103
Local time of day: 0601-1200
Location: SCT.TRACON, CA
Flight conditions: VMC
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B LAX
ATC / advisory: TRACON SCT
Second aircraft: UAV: Unpiloted Aerial Vehicle
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: Situational Awareness
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Object
Contributing factors: Human Factors; Airspace Structure
Primary problem: Ambiguous

Narrative: On a 14 mile final Runway 24R LAX Airport [at] 4300 MSL I spotted a drone approach another airplane at our 10:00 position on parallel final RWY 25R off their right wing.  Drone then turned and flew off of our left wing tip opposite direction at an estimated distance of 300 feet.  It appeared to be a silver quad propeller drone but not totally positive.




Synopsis: Air carrier Captain noticed a drone within 300 feet of their flight path during final approach.
Date: 201701
Location: ZZZ.Airport, US
Aircraft: Citation V/Ultra/Encore (C560)
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Corporate
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Captain; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Contributing factors: Company Policy
Primary problem: Company Policy

Narrative: We picked up [the aircraft at ZZZ]. Upon picking it up there were a few minor issues that were passed on to us by the previous crew through the crew turn over checklist. These items were:-Missing 2 pitot covers-Left engine has a slow oil drip-First officer ALT Light inoperative-Left Rudder pedal Captain side hits side wall-Left lavatory door able to move backwards and forward-3rd seat back First Officer side missing knob-Engine Cowling screw missing on left engine.In accordance with SOP procedures; minor issues are not generally written up; but passed along to maintenance and management personal verbally over the phone.Throughout the week we discovered several additional minor issues with the aircraft that I relayed to the Captain which he in turn relayed to the company. I relied on his decision that the aircraft was still good to fly based on the issues it had.All of these items were sent to the company via email to make sure all items were properly relayed. To my knowledge [maintenance] did not report all; but did report some of these issues verbally to maintenance. [Maintenance] has told me he has submitted the email in question already so I will not do the same. I will update this report further if I can think of anything else useful. I will also make sure in the future the Captain relays all issues to maintenance verbally.I believe a better procedure is needed to deal with minor mx issues. Verbally handing this many issues over the phone would have been difficult for mx to grasp each issue without forgetting about some. Yes verbal communication is needed; but a written documentation may be needed as well that will comply with company SOPs; and FAA regulations.


Second narrative: [Report narrative contained no additional information.]


Synopsis: Corporate First Officer reported that company SOP was that minor issues are not generally written up; but passed along to maintenance and management personnel verbally by phone. The First Officer believes a better procedure is needed to deal with minor maintenance issues.
Date: 202001
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dusk
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
Aircraft component: AC Generation Indicating and Warning System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; Captain
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Departure Airport; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Procedure; Aircraft
Primary problem: Aircraft

Narrative: We initially had an issue with GPWS message when we switched power from external to APU. Circuit breaker popped an we called Maintenance. They were able to fix the problem and reset the circuit breaker. After that all was normal until we rotated and got to about 100-200 FT off the ground and we started to hear a very loud noise while climbing. The Captain checked the electric page and saw the ADG was deployed. We finished climbing out on the SID to 7;000 FT. Informed ATC of the situation and ran the QRH. We requested to return. We finished the flight without any other problems or incidents.


Second narrative: On the ground we shut down the aircraft at Gate XX after receiving ground power. We left the gate area to get food and came back to the airplane powered up the aircraft and then a few minutes later started the APU. Once we transferred the power from the ground to the APU we had a hard transfer and then noticed we had a windshear and GPWS fail status message and then we checked the circuit breaker panel and noticed that the GND PROX WARN circuit breaker was popped. Notified Maintenance and they fixed the problem. We then pushed back from the gate and taxied to Runway 4R. Once we were airborne at about 100 FT and when the First Officer called for gear up we heard a loud nose thinking it was the nose gear. After the gear was up and locked noise still persisted checked the electrical EICAS page and noticed the ADG was deployed. We notified dispatch and ATC that we then needed to air return to ZZZ. We ran the QRH for inadvertent ADG deployment and landed safely back in Detroit with all systems operating normally.Cause: Possible bad power at the Gate XX.


Synopsis: CRJ-200 flight crew reported a loud noise on initial climb and elected to return to the departure airport.