elihoole/asrs-aviation-reports huggingface dataset:
Date: 202102
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dawn
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Oxygen System/Crew
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 Less Severe; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Flight Cancelled / Delayed; General Maintenance Action; General Release Refused / Aircraft Not Accepted
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: Upon arriving at aircraft; noticed the crew O2 supply read zero. I reviewed the AML (Aircraft Maintenance Logbook) and found the aircraft had been on the ground for approximately 5 days. I also noticed the last MX (Maintenance) action taken was to change the crew bottle due to low crew O2. That got my attention. The bottle had been changed 5 days ago and the bottle had emptied while the aircraft sat on the ramp. So; I went further back into the AML pages and found the crew O2 bottle required changing 4 other times in 30 days (meaning this was the 5th time it required changing in a month). This led me to believe there was a deeper problem with the crew O2 system. Therefore; I refused the aircraft. Lack of meaningful automated historical oversight of AML discrepancy/corrective actionAs AMLs are being moved to more remote electronic system with less transparency to the flight crews; a system that compares discrepancy code numbers so that when one is able to detect a system failure that is repeated often. As this aircraft has been imported to the new AML storage system (which is MUCH less accessible to flight crews than the old [software] system); the only reason I was able to see the problem was because the old AML discrepancy book hadn't been removed from the book yet.




Synopsis: Captain reported refusing the aircraft after discovering an empty crew oxygen bottle and after reviewing the AML (Aircraft Maintenance Logbook) that the crew oxygen had been replaced 5 times in the last 30 days.
Date: 202201
Local time of day: 1801-2400
Location: N90.TRACON, NY
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B JFK
ATC / advisory: TRACON N90
Aircraft component: Radio Altimeter
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Distraction; Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: Shortly after liftoff from [Runway] 22R  at JFK on Aircraft X; First Officers side Radio Altimeter rolled down to a negative 5; continuing the climb out the RA seems to go back to normal at approximately 500 ft or so.




Synopsis: Pilot reported the First Officer's Radio Altimeter malfunctioned on departure from JFK but returned to normal operation passing through 500 feet.
Date: 202106
Location: MIA.Airport, FL
Flight conditions: VMC
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: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Distraction; Workload; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Physical Injury / Incapacitation
Contributing factors: Company Policy; Procedure; Human Factors
Primary problem: Human Factors

Narrative: Yes; not a typo.  Multiple trips to MIA of late. Have some today.  Returning passengers barely ambulatory when boarding the aircraft.  Some otherwise healthy women are wheelchaired to the plane because they basically can't walk.  It appears that MIA is a destination for medical tourism for butt enhancement.  We have used medical kits for leaking incisions.  Most of the  'patients' board with very large pillows to sit on modifying the seat with 8 to 10 extra inches of cushion and some can not sit in the seat regardless of the crew instruction.  Crew and flight attendants are frustrated by this trend. Most of the literature on-line recommends not flying immediately after this procedure for 10 to 14 days.  Possible blood clots are a quoted reason.  These flights seem pre-loaded for medical emergency.  Some guidance needs to be published for crew guidance.  We are not an air ambulance service and should not be boarding these passengers directly from the recovery room post-op.




Synopsis: An Air Carrier Captain reported flights departing from MIA airport routinely have passengers which have recently received posterior implant surgery. The reporter stated these passengers are flying too soon after surgery and require special handling on the flights but there is no guidance for the crews.
Date: 201210
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Turbine Engine
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Human factors: Troubleshooting; Training / Qualification; Situational Awareness
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; Flight Crew FLC complied w / Automation / Advisory; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At 5;000 FT on a normal departure; a loud bang was heard from the aircraft. The Number 1 engine instruments immediately indicated an engine failure. At the time; the First Officer was flying the aircraft and did an excellent job continuing to fly the aircraft while I accomplished the checklist items. First; the boxed items for the Engine Fire/Severe Damage/Separation/Seizure Checklist was accomplished from memory because of the loud bang that occurred and the vibration that initially occurred. After the engine was shut down and while reviewing the checklist; I realized that we had an engine failure instead of the Engine Fire/Severe Damage/Separation/Seizure condition. I then accomplished the Engine Failure/Shutdown Checklist. Step 9 states to evaluate an engine restart attempt. We had good RPM on the Number 1 and Number 2 RPM gages; so we elected to attempt a crossbleed start. The In-flight Engine Start Checklist was then accomplished. The engine did not start after 30 seconds so the start was aborted and no further attempt was made to start the engine. At that point; the One Engine Inoperative Checklist was accomplished. The First Officer then transferred control of the aircraft to me and I accomplished the single engine landing.


Second narrative: Suddenly; approximately 12 miles from the airport; we heard a very loud bang and experienced a moderate roll to the left. After establishing firm control of the aircraft; as the pilot flying; I ask the Captain what he saw as the problem. We then received vectors for the ILS. It was not the longest runway but; with strong winds out of the north and very good landing margins; we felt secure in using it. The flight attendants were kept in the loop by the Captain during the whole event and did a very good job in reassuring the passengers that everything was going to be fine. Landing was an overweight; but the touchdown was extremely smooth with almost no sink at touchdown. Upon completion of a short landing roll; we called off the emergency personnel and taxied to the gate uneventfully.


Synopsis: A B737-700's left engine failed during climbout with a loud bang; so an emergency was declared; the Checklist completed and the flight returned to land overweight.
Date: 201312
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Mission: Ambulance
Aircraft component: Cockpit Lighting
Component problem: Design
Reporter organization: Air Taxi
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Physiological - Other
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: Routine Inspection
Result: General None Reported / Taken
Contributing factors: Human Factors; Environment - Non Weather Related; Aircraft
Primary problem: Aircraft

Narrative: I am an EMS helicopter pilot and see a Major problem with the NVG lighting mods that are being installed.  First was an EC135; then the BK117 that we use at my base and finally while attending the Bell Helicopter Training Academy for the BH407GX. Someone has sold the idea that NVG's are the be all end all for safety (my opinion is they are a tool not a fix; but that is a different topic). So all EMS helicopters are coming out with either field mods or factory installations for the NVG lighting. Problem is that after the filters are placed over the instruments and radios you can't (or at least have a difficult time) see them during the daytime because of the dark green filter. Since most flight time is during the day; now there is a greater period of time where are inside trying to see through the filters. One pilot said he couldn't see or set frequencies with the filter so he cut them off. My experience is that some radios and gauges can't be seen easily during the day and the G1000 in the BH407 became pretty much useless because of the filter.

Callback: Reporter believes that daylight visibility of instruments should not be compromised to allow NVG use at night and that there must be a better solution to the problem of NVG compatibility with aircraft instrument illumination.



Synopsis: EMS helicopter pilot reports that filters installed over lighted instruments and displays in his aircraft to prevent interference with NVG's make daylight visibility very poor.
Date: 201503
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Weather elements / visibility: Snow
Light: Daylight
Aircraft: Citation Excel (C560XL)
Operator: Fractional
Operating under: Part 91
Flight plan: None
Mission: Passenger
Flight phase: Parked
ATC / advisory: Ramp ZZZ
Aircraft component: APU Fuel System
Component problem: Malfunctioning
Reporter organization: Fractional
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Training / Qualification
Second reporter function: Captain; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Maintenance
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Maintenance Action
Contributing factors: Aircraft; Company Policy; Procedure
Primary problem: Aircraft

Narrative: On taxi-in to hangar; we started the APU to provide heat for our elderly passenger once the cabin door was open.  After the passengers were gone; we shut the APU back down; and the Captain commenced his exterior post-flight.  He opened the aft equipment bay door; and called me to come see.  Jet fuel was dripping from the underside of the titanium APU containment box; and was all over the inside of the compartment door.  The Captain wrote it up; and maintenance worked on it overnight.  Next morning; the mechanic tech told us there was a loose 'B' nut on a fuel line coupling and that fuel was spraying all over the exciter box and burner can.  He couldn't believe we hadn't had a fire.If one crew has come across this twice in 3 days; then it would seem advisable for the company to inspect every aircraft of this type in the fleet for this loose nut on an expedited basis.  Say; 7 days.


Second narrative: I opened the aft equipment bay door; and could smell fuel. Since it was snowing there was water dripping onto the aft inspection door however the fuel was very noticeable. I asked my First Officer to come see what I found and determined this must have been the source of the smell we had in the cabin prior. He also witnessed this issue when they ran the APU prior to finding the source of the leak and thought they would have a fire.


Synopsis: A CE-560XL Captain found an APU fuel leak inside the APU compartment. While investigating Maintenance found a loose 'B' nut spraying fuel inside the compartment and on the APU containment box.
Date: 201910
Local time of day: 1801-2400
Location: SFO.Airport, CA
Flight conditions: VMC
Weather elements / visibility: Wind
Light: Daylight
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B SFO
ATC / advisory: Tower SFO
Second aircraft: Commercial Fixed Wing
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airport; Human Factors; Procedure; Weather
Primary problem: Human Factors

Narrative: We had been monitoring the wind event and ATIS wind changes enroute from ZZZ to SFO. Wind changed from a headwind for Runway 28 to 020 [at] 10 kts. Crossing ZZZZZ at 11;000 feet we were assigned the visual to 28R. On a vector we were reassigned the ILS 28L and completed all the change triangles and reviewed the clearance. NorCal reported traffic of Aircraft Y across the bay at 1 o'clock [same] altitude. We reported traffic in sight on base and were told they were 'paired' with us and to maintain visual contact with that traffic and 180 to the bridge. Winds were 020 [at] 35 kts from 6;000 feet to 1;000 feet. Aircraft Y was assigned a visual to 28R. We were [the same] altitude and both high; and it appeared that Aircraft Y was not flying the charted visual but a visual to 28R and being blown into our path. I maintained visual from the left seat as PM (Pilot Monitoring) and the FO (First Officer) was PF (Pilot Flying); Aircraft Y was alarmingly close and was joined on us in a right echelon formation. The FO deviated left of the localizer as Aircraft Y continued to encroach. We were on glide path inbound left of course when we had an RA to descend.[I recommend] extra vigilance from both crews; NorCal and Tower; when paired arrivals in high crosswinds. While Tower reported 020 [at] 12 kts; ATIS [reported] 020 [at] 10 kts; winds from 1;000 feet - 6;000 feet were 35 kts. Unsure that crews are assigned the charted visual to 28R and follow those procedures when paired with an aircraft on 28L ILS.




Synopsis: Air carrier Captain reported deviating from final approach due to proximity of aircraft approaching parallel runway at SFO airport.
Date: 201605
Local time of day: 1801-2400
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Amateur/Home Built/Experimental
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Engine
Component problem: Failed; Improperly Operated
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Private
Human factors: Training / Qualification; Distraction
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Landed in Emergency Condition
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: Made an off airport landing approximately 3 miles from nearest airport. This was due to engine overheating and eventual engine failure.Engine failure may have been due to pilot not removing bird protection fabric covering lower engine air inlet on the aircraft during preflight causing high engine temperatures during the cruise.




Synopsis: GA aircraft experienced an engine overheat and failure; possibly due to the failure to remove inlet covers during preflight.
Date: 201210
Local time of day: 1201-1800
Location: OQN.Airport, PA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Helicopter
Operator: Air Taxi
Operating under: Part 135
Flight plan: VFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class E ZNY
Reporter organization: Air Taxi
Reporter function: Pilot Flying; Single Pilot; Captain
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Anomaly: Conflict NMAC; Inflight Event / Encounter Object
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: The following incident was reported to my company in October. During cruise flight at 1;300 FT MSL (900 FT AGL) passenger called out another aircraft; 'no; a kite at nearly our altitude.' The pilot turned left to make visual contact while passenger maintained visual contact and guided the pilot to avoid collision. Sure enough; a kite with a span of approximately 10 FT was flying at nearly 900 FT AGL. With the overcast conditions; the tether could not be seen but based on wind conditions it appeared to be based out of a farmers field or the back yard of a home just northeast of the town of Ewchland; PA. No one could be seen in the area. Pilot marked the position for reporting purposes and continued with the flight. The kite had passed within 50 FT below and to the left of the aircraft in the pilot's blind spot. I have seen many kites while flying during my career usually during approach at less than 200 FT. I believe this kite was large enough to pose a significant collision hazard and far too large to be held down by a single human being. I am guessing that it is tethered by a reel system that we could not readily see and could not spend the time searching for. I could easily have flown through the tether if I had been any lower than I was.Since this report was filed I have had the opportunity to drive to the area and have located the kite. It was still flying days later and from the ground appeared to be between 600 to 1;000 FT high. The kite appears to be on an automated weathervaning reel system mounted on the roof of a home. I took several photos. No one was home at the time I was there. It is apparent that this kite is flown for days at a time; 24 hours a day and at an altitude that poses significant hazard to manned aircraft flight. It is unlit though brightly colored and does not stand out when the sky is overcast. The tether is virtually invisible. Note; the reel system can be seen on Google Earth.

Callback: The reporter states that he is aware of helicopters being brought down by cotton kite string.  This kite was likely tethered by a wire.



Synopsis: Helicopter pilot reports a NMAC with a large kite at 900 FT AGL in rural eastern Pennsylvania.
Date: 201206
Location: PDX.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Approach
Airspace: Class C PDX
ATC / advisory: TRACON P80
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Conflict NMAC
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Procedure
Primary problem: Procedure

Narrative: We were inbound on the 28L Commuter Visual and PDX Approach pointed out an orbiting C172 on the final in the vicinity of LAKER NDB at 1;900 FT. We were on glide path about to configure for landing. Both ILS and FMS glide paths cross abeam LAKER around 2;000 FT; so we knew this encounter was a serious potential safety threat. The C172 was being flown under an 'XXXXX' call sign; which I believe to be some type of police drug eradication operation. I have encountered these XXXXX flights before; and they often loiter smack in the middle of runway approach paths at both PDX and SEA. Why ATC allows this is a mystery to me; because it's clearly dangerous. When we first sighted the bogie; it was at our 1 o'clock and appeared to be southbound. If the aircraft had continued in that direction; it would have cleared the final and been out of our way. Instead; the C172 turned directly into us as we descended on the published glide path. We immediately got a traffic alert and then a 'climb; climb' RA; which we expeditiously complied with. At our closest point we were 0 feet lateral and approximately 200 FT vertical. I don't believe ATC would allow any aircraft to orbit in these critical Class B and C airspaces. Except for these police flights; this is not the place to play airplane 'chicken.'




Synopsis: Air Carrier Captain reports a NMAC with a C172 orbiting near the FAF for Runway 28L at PDX. Captain questions the advisability of allowing this aircraft to operate at this location and altitude regardless of its mission.