elihoole/asrs-aviation-reports huggingface dataset:
Date: 202111
Local time of day: 0601-1200
Location: GXY.Airport, CO
Light: Daylight
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Final Approach
Airspace: Class G GXY
ATC / advisory: UNICOM GXY
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument
Human factors: Communication Breakdown
Anomaly: Conflict NMAC
Detector: Person Other Person
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While on a pleasure flight; elected to do a low approach on a private airstrip. Observed with traffic system in [the cockpit] an aircraft landing on the field; entered a left downwind; left base; and final approach; while no other aircraft were reported on traffic system. Monitored 122.80; heard no reports. Was later informed of second aircraft on approach to field; which [went] missed approach. Second aircraft was never visible on traffic or visual.




Synopsis: GA pilot reported being notified of causing an NMAC event after landing at non-towered airport GXY. Reporter stated no visual was traffic observed nor heard any traffic on UNICOM.
Date: 201309
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Light: Night
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Aircraft component: Cabin Window
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Communication Breakdown; Confusion; Situational Awareness; Training / Qualification
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Routine Inspection
Result: General Maintenance Action
Contributing factors: Chart Or Publication; Human Factors; Procedure
Primary problem: Human Factors

Narrative: It has been brought to my attention that upon B-Check Inspections of [Cabin] interiors; the Aircraft Maintenance Technicians (AMTs) assigned have found the [passenger window] reveals on B757's have been glued to the cabin sidewalls of the aircraft making it impossible to replace window shades without cutting out the sealant (which should not be there); and replacing the [retainer] clips that are broken. These aircraft have had recent C-Checks [accomplished] at a Heavy Maintenance 145-Contract Repair Station. The Aircraft Maintenance Manual (AMM) does not say to glue the reveals. The only thing it mentions is the [retainer] clips on the top and bottom of the reveals. This aircraft is the latest that we found in this condition.

Callback: Reporter stated his Air Carrier sent a Quality Assurance (Q/A) representative to the Contract Repair Station who quickly realized that one of their own Air Carrier Maintenance representatives onsite at the Repair Station was directing the Repair Station mechanics to glue the reveals to the cabin sidewalls. The problem has since been corrected.



Synopsis: A Line Aircraft Maintenance Technician (AMT) reports that passenger window reveals on their B757 aircraft were found glued to the cabin sidewalls after returning from C-Checks at a Heavy Maintenance Contract Repair Station. The glued reveals made it impossible to replace the window shades without cutting out the sealant and replacing the retainer clips that were broken.
Date: 202009
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower ZZZ
Aircraft component: Brake System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: Other Landing Rollout
Result: Aircraft Equipment Problem Dissipated; Flight Crew Regained Aircraft Control; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We performed a standard approach and landing; including all call outs and aircraft indications. As we were approaching taxiway Delta decelerating through 60-50 knots; I released the pressure on the brakes. The aircraft instantaneously swerved to the right about 30 [Degrees]. Directional control was challenging. My FO (First Officer) asked if I was OK; and realized that I wasn't incapacitated but struggling to regain control of the aircraft.My immediate thought was that we had a malfunction with the tiller; and I started to use the rudders for directional control; and I believe I pulled the flight spoilers handle. I was fearful of leaving the runway we were about 20 ft. off centerline and pointed towards the grass. I applied the brakes again and regained enough control to get the aircraft headed away from the runway's edge. But now we were headed left of the centerline 30-40 [Degrees]. I managed to get the aircraft headed back towards the right; and we came to a stop pointed right towards taxiway Delta. Tower queried us if we needed assistance and alerted us to a plane on short final. I responded; not just yet. The FO and I scanned the cockpit for cautions messages or warnings or any abnormal indications. We saw nothing. I slowly added power to roll the A/C (Aircraft) off the active runway. Once clear of the active runway; we set the parking brake; performed the after landing check; and continued checking abnormalities or indications. The FO checked the CB (Circuit Breaker) panels. Everything was normal. I slowly added power and tested the tiller and brakes for functionality. All indications and responses were normal; and we decided to taxi to the gate. The Aircraft taxied and performed normally. The right side brake indication was 5 all others were 2 & 3. I first thought it was an asymmetrical thrust reverser. I now believe after contemplation and reflection that it was a stuck inboard brake.




Synopsis: CRJ-900 Captain reported brake anomaly during landing rollout.
Date: 201706
Local time of day: 1801-2400
Location: OAK.Airport, CA
Flight conditions: Mixed
Weather elements / visibility: 10
Light: Night
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C OAK
ATC / advisory: TRACON NCT
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness
Second reporter function: First Officer; Pilot Not Flying
Anomaly: ATC Issue All Types; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While on downwind for an approach to OAK Runway 30; ATC gave a turn to base and a descent from 4000 ft to what I thought was 2400 ft. I thought the FO read back 2400 ft; and as I was hand flying I asked him to set 2400 ft in the altitude window. Descending through 2900 ft MSL ATC advised us we were below our assigned altitude of 3400 ft.  I immediately climbed the aircraft to 3400 ft and remarked to the FO that I thought we were cleared to 2400 ft. ATC then said we were below the minimum vectoring altitude for the sector.  Published altitudes on the ILS 30 Approach are 2700 ft for WUVON and 2000 ft for MITOE (FAF). As we were being vectored to intercept final near WUVON; the 2400 ft altitude didn't seem unreasonable. At no time did we receive a GPWS warning. Both Pilots had TERRAIN selected on their map displays; and no terrain conflicts were noted.


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


Synopsis: B737 flight crew reported a low altitude alert on approach to OAK due to miscommunication on the cleared altitude.
Date: 202012
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dusk
Aircraft: Gulfstream V / G500 / G550
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Oil Contents 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 Landed in Emergency Condition; Flight Crew Overcame Equipment Problem; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On an empty repositioning flight from ZZZ to ZZZ1 to then continuing on to ZZZZ. Preflight was normal; checking the site gauges on each engine indicated full oil quantities. After my walk around I briefed my First Officer that the preflight was normal and the oil quantities were full. Departure was uneventful and normal. I was flying the aircraft on autopilot navigating direct to ZZZ2 and we were in a normal cruise climb passing FL380 climbing to our assigned altitude of FL390 approximately 35 mins after departure from ZZZ when we noticed the oil pressure reducing rapidly to zero followed by the red CAS message 'right oil pressure low' The zeros turned to dashes and the CAS message and Master Warning extinguished. This happened a couple of times. Center cleared us to FL410 and we advised them that we would like to discontinue our climb and that we were working an issue. All engine parameters were normal except for the right engine oil pressure which was dashed and oil temp was slowly and steadily rising. I called for the oil pressure low checklist from the QRH. I continue to fly the aircraft on autopilot while my First Officer initiated the checklist in the QRH. We requested a diversion to ZZZ2 which was the closest suitable airport. We completed the Oil Pressure Low checklist verbatim and secured the right engine. Center gave us vectors for our descent for ZZZ2 due to being very close to the airport. We were cleared for the visual approach to Runway XXL backed up with the ILS an uneventful approach and landing was made without incident.




Synopsis: Captain reported a diversion and a precautionary landing after loss of engine oil quantity indication.
Date: 201203
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PC-12
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Landing
ATC / advisory: Center ZZZ
Aircraft component: Gear Extend/Retract Mechanism
Component problem: Failed
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Troubleshooting; Training / Qualification; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Dispatch
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Landed in Emergency Condition; Flight Crew Inflight Shutdown; Flight Crew Took Evasive Action; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Nose gear failed to extend fully and lock down. [We] circled the airfield for approximately one hour and 30 minutes while completing abnormal and emergency checklist. [We] exhausted all options. I completed the emergency checklist for landing with nose gear up. The engine was shut down and feathered on landing at which time 2 prop blades contacted the runway as the nose came down. Blades were abraded and bent slightly. Aircraft structure was not damaged beyond the 2 prop blades. No passengers were on board. Engine was not running and prop was slowly turning when contact with runway occurred. As of this time the cause of the nose gear failure has not been determined. Pending further investigation I shall not be able to offer my opinion on cause of malfunction. In my opinion all proper procedures were followed with regards to AFM procedure and emergency checklist. I owe a great thanks to the technicians and ground Maintenance personnel as they were a valuable asset in assisting me with this problem; very good CRM.




Synopsis: A PC-12 nose landing gear failed to extend; so after all troubleshooting options were exhausted; an emergency nose gear up landing was completed with the propeller feather which resulted in very little damage.
Date: 201706
Local time of day: 1201-1800
Location: SCT.TRACON, CA
Light: Dawn
Aircraft: No Aircraft
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Workload; Troubleshooting; Time Pressure; Distraction; Human-Machine Interface; Situational Awareness; Confusion
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: ATC Equipment / Nav Facility / Buildings
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: Primary false target 20 miles west of LAX traveling at 280 knots. These false targets are a sign of a bigger problem in that they are occurring on a daily basis and that we as controllers are becoming used to seeing them. This particular target appeared to be a reflection off of the LAX south radar and I filed a local trouble report on this. There have been over 4000 trouble reports filed on the STARs automation platform at SCT and yet these types of issues still arise on an almost daily basis. I believe that these types of distractions cause an immediate safety concern.Please conduct an independent operational analysis on the STARs automation platform at SCT.

Callback: Reporter stated the 4000 trouble report number is all issues relating to STARS and FUSION Radar; not just the false target problem. Reporter made it clear that the problem has increased from C-ARTS (Common ARTS) and is more prevalent in STARS (Standard Terminal Automation Replacement System). False and jumping targets; the Controllers feel they do not have a good enough tool to use and are not doing their job correctly because they have to evaluate the problem first then possibly act on it. Reporter would like an independent operational analysis on the ATC STARS automation platform at SCT to evaluate if it can be made better and to have the problems fixed. Controllers do not like the system being used today.



Synopsis: SoCal TRACON Controller reported false targets appearing on the scopes on a daily basis and thinks it might be related to a STARs problem.
Date: 202102
Local time of day: 0601-1200
Location: OBE.Airport, FL
Flight conditions: VMC
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Initial Approach
Airspace: Class G OBE
ATC / advisory: CTAF OKB
Second aircraft: Small Aircraft
Reporter organization: Personal
Reporter function: Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: It happened when we were doing 45 degree maneuver to enter the left downwind at OBE.  We did radio call twice when we were maneuvering.  While we were almost at downwind; there was another aircraft using his high speed to bypass my left side. I had to do the 360 degree to avoid it.




Synopsis: Small aircraft pilot reported an NMAC occurred while entering the OBE airport traffic pattern when another aircraft flew by them at high speed.
Date: 201603
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Climb
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Helicopter
Reporter organization: Government
Reporter function: Instructor; Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Confusion; Training / Qualification
Second reporter function: Trainee; Local
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert
Contributing factors: Airport; Procedure; Human Factors; Environment - Non Weather Related
Primary problem: Procedure

Narrative: I was working the local control position; conducting training. The trainee cleared Aircraft X for takeoff to fly straight out. Aircraft Y was upwind north pattern; requesting short approach. The trainee extended their upwind; gave Aircraft X a right turn to the north (towards Aircraft Y). I was watching the situation; saw they were going to get close; and called aircraft Y to tell them about Aircraft X passing off their nose; left to right. Aircraft Y acknowledged; and said that was a NMAC for them.


Second narrative: [Report narrative contained no additional information]


Synopsis: A Local Controller Trainee cleared an aircraft for takeoff and issued a right turn towards a helicopter in the pattern upwind.
Date: 202010
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Aircraft In Service At Gate
Contributing factors: Equipment / Tooling; Company Policy
Primary problem: Equipment / Tooling

Narrative: The AMM (Aircraft Maintenance Manual) calls are very specific tooling required to do this job it does not give us any way to deviate from the tooling required. A tooling part number was given. There are none in ZZZ. Referencing this MM; what other tooling can I use that is acceptable with this AMM. Others suggest that I make my own tooling.Please do not ask technicians to make up tooling just to accommodate the task. Use the correct Tooling as listed in the AMM.




Synopsis: B737 Maintenance technician reported required tools were not available to complete repair.
Date: 201702
Local time of day: 1201-1800
Location: ELP.Airport, TX
Weather elements / visibility: Windshear
Light: Daylight
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class C ELP
ATC / advisory: Tower ELP
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Situational Awareness; Time Pressure; Workload
Anomaly: ATC Issue All Types; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Executed Go Around / Missed Approach; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure; Weather
Primary problem: Weather

Narrative: Arriving at ELP the winds were 240 at 25 to 30 knots gusting 41 to 45 knots with a high wind advisory. I chose runway 26L to be into the wind. ATIS was reporting Windshear Advisories; however the tower reported to us there was no current wind shear reports. At the final approach fix we could see the runway. Just inside the fix we got a Red Windshear Warning. I immediately executed the Windshear Warning procedure. Considering all the factors of wind; weather and fuel I decided that at that point going to our alternate was the safest course of action. We flew to our alternate and made a normal landing.




Synopsis: Air carrier Captain on approach to ELP received a windshear warning; executed the escape maneuver; and proceeded to their alternate.
Date: 201810
Aircraft: No Aircraft
Operator: Air Carrier
Operating under: Part 121
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Other Person; Person Ground Personnel
When detected: Routine Inspection
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Original AWB (Air Way Bill) stated 3 cases later was changed to 5 cases. The shipment contained 20 pieces and 8 cases had multiple lithium batteries.




Synopsis: Ground personnel reported HAZMAT Weight and Balance incorrectly changed to 5 cases; correct amount was 8 cases which contained 20 pieces of Lithium Ion Batteries.
Date: 201808
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Turbine Engine
Component problem: Failed
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)
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Inflight Shutdown; Flight Crew Landed As Precaution; Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was PM (pilot monitoring); sometime between V1 and VR; we heard an extremely loud bang; with the aircraft violently dipping and pulling right. At first it seemed as though we had a nose gear tire blow or nose gear failure; but it became apparent that engine two was surging and stalling. The engine continued to stall and surge during climbout with loud bangs each time. I contacted ATC; advised them of our intent. After cleanup of the aircraft; we followed standard non normal procedures with the Captain giving me control of the aircraft while he ran the checklists. The outcome of the checklists was engine Number 2 running at idle; stable. Only idle thrust was available; as when we slowly brought up the thrust; the engine immediately began to surge again. We were slightly overweight for landing; but we both agreed that a flaps 3 landing with only one engine producing full thrust was a better option than flaps full as stated in the overweight checklist. We landed with no further incident.


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


Synopsis: A321 flight crew reported an engine failed right on takeoff.