elihoole/asrs-aviation-reports huggingface dataset:
Date: 202008
Local time of day: 0601-1200
Flight conditions: VMC
Light: Dawn
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Aircraft component: Hydraulic Syst Reservoir Tank
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Procedure; Aircraft
Primary problem: Procedure

Narrative: In cruise on our way to ZZZ; we had 'HYD: B Res Low Lvl.' [We] performed the ECAM actions that said to turn the B Elec Pump off. That caused us of course; to lose the Blue Hydraulic System and Emergency Generators. So; [being] down to 2 hydraulic systems; we decided on [requesting priority handling] as a precaution [and] landed with no further issues. Just after we landed; Maintenance came on board and said that the plane had a history.




Synopsis: A321 Pilot Flying reported a loss of the hydraulic system(s); resulting in a precautionary landing at destination airport.
Date: 201601
Local time of day: 0601-1200
Location: MEM.Airport, TN
Aircraft: Widebody Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Training / Qualification
Anomaly: 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
Primary problem: Human Factors

Narrative: White SUV drove directly in front of [us] turning into parking gate. Emergency stop initiated; set parking brake; and illuminated taxi light. At this point the vehicle stopped; then turned around and drove through the adjacent gate to wait for traffic on the road along the short buildings that was stopped waiting for us to park in the gate. This was the closest I have come to a moving aircraft encounter with a moving vehicle. The vehicle was moving rapidly and only at the last second did he see us. After visually clearing the silhouette; I was concentrating on the uphill 90 degree turn into the gate and caught his rapid movement towards us at the last minute; but well before the SUV driver did. This was too close.No passenger vehicles on ramp; if they don't know what they are doing!




Synopsis: Wide body aircraft Captain reported he had a near-collision with an SUV near his gate at MEM.
Date: 202104
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Communication Breakdown; Physiological - Other; Situational Awareness; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Detector: Person Air Traffic Control; Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Provided Assistance; Flight Crew Overrode Automation; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Taxi for departure; instructed to taxi from the FBO ramp to runway via [Taxiway] 1 cross Runway XX; I missed the right turn onto [Taxiway] 1 and ended up on the X/XX intersection via [Taxiway 2]. I made a right turn onto XX around the same time that ground asked if I needed assistance. I verified with ground that a left turn would get me onto [Taxiway] 1.This area is noted as HotSpot on the airport diagram. I had noted the hot spot earlier when reviewing the diagram and was familiar with the airport. Possible contributing factors are a lack of recent operations at airports other than my home base (approximately four months of no cross-country operations involving landings) due to COVID and possible distraction due to having just dealt with an apparently flooded engine. I was probably also expecting Runway XX instead of X; winds were light and variable; and tower was apparently switching runways with some frequency.




Synopsis: Private pilot reported a taxiway incursion and cited lack of flying and being distracted dealing with a flooded engine as contributing factors.
Date: 202105
Location: ZZZ.Airport, US
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
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: Confusion; Situational Awareness; Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Hazardous Material Violation; 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; Procedure
Primary problem: Procedure

Narrative: After the medical [aircraft] that brought as [us] to the gate; I ask [ed] the Supervisor who was to take the two containers of needles and sharps. They had the orange Hazmat stickers on them. The Aircraft Maintenance told me to put them the red bag waste in the trash can; at which time I told him that was a high risk to anyone picking up those bags if a cap comes off and I needed to hand them over to someone [qualified] for disposal. He told me to put them in the trash can. I pushed back again explaining that was a high risk for anyone gathering the red bag if a cap came off. At which time he told me to put them in a red bag and leave them in the wheelchair in the jetbridge. I did as I was told; putting them in a red bag waste bag and tying the top; and then did as I was told and left them in the wheelchair in the jetbridge where our passenger's were deplaning.




Synopsis: Air Carrier Flight Attendant reported a communication breakdown between Flight Attendant and Maintenance personnel regarding proper disposal of Hazmat waste.
Date: 201810
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Aircraft In Service At Gate
Contributing factors: Procedure; Manuals; Human Factors; Company Policy
Primary problem: Procedure

Narrative: Per current [maintenance procedure]; if a tool cannot be located after an aircraft departs; Maintenance Control will be notified. This procedure could possibly allow the aircraft to depart with tooling left onboard as the inspection is done at a down line station leaving a possibility of a potential incident.  We currently have [a large number of] aircraft flying around the system with tools checked out against them.  There are no controls in place to monitor tooling checked out against an aircraft or prevent departure of an aircraft with potential tooling left onboard.Tool check out to release of the aircraft with the ability for override once the aircraft is inspected we would check the aircraft before it departed not after.  Another suggestion is to put a block on the work cards to check for the tooling checked out before releasing the aircraft.




Synopsis: Air Carrier maintenance person reported Company advised maintenance procedure does not require misplaced tool to be located prior to aircraft departure.
Date: 201406
Local time of day: 1801-2400
Location: LAX.Airport, CA
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Human factors: Communication Breakdown; Time Pressure; Fatigue
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Chart Or Publication; Human Factors; Company Policy
Primary problem: Company Policy

Narrative: The new pilot rest/break bulletin just came out. My previous experience with the Company reported Critical Crew Off (CCO) times provided by the Company are not in compliance with the [authorization] letter because the time is based on the FDP [Flight Duty Period] Table limit plus (+) a 30 min extension. Pilot concurrence is now required on any FDP Table extension. This bulletin was what I believed to be a correction and programming change to the incorrect CCO time. Unfortunately; no new programming has been accomplished although the Bulletin is now released and active. Our scheduled time OFF was already within the 45 minute window specified in the Bulletin; but we didn't receive any ACARs messages. When we contacted the Company and informed them one crewmember was not willing to extend the FDP limit; we were provided with the incorrect CCO time verbally that still has the 30 minute extension included. Without these messages; it would be possible to takeoff without re-affirmation of FFD [Fit for Duty] and willingness to extend the FDP. Our takeoff was within 3 minutes of requiring such an extension; but we were not provided any of the [necessary] information that was specified on this bulletin.




Synopsis: A B777 First Officer took exception to his airline's failure to take the actions and provide the data necessary for the flight crew to ensure compliance with the newly implemented Flight Duty Period and Fitness for Duty regulations.
Date: 201310
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: Ramp; Vehicle Driver
Human factors: Confusion; Distraction
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury; Ground Event / Encounter Person / Animal / Bird
Detector: Person Ground Personnel
Result: General Physical Injury / Incapacitation
Contributing factors: Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Human Factors

Narrative: I was preparing [a gate] for a flight.  I was attempting to locate a carry on bag cart which are usually located along the wall of the building.  I noticed there was not one; so I proceeded to look for one elsewhere.  I started to drive to [the gate] when I noticed a van stop to my left.  At the time I thought he was stopping to let me get by; but it was hard to see because [the ground handling contract company] had equipment all around the gate because they were preparing for a flight.  After the van stopped I went forward and that is when I struck a [ground handling contractor] employee driving an electric tractor.  After I struck him he fell out of and rolled across the hood of my tractor.  I immediately stopped and checked to see if he was OK.  Upon noticing he was injured I called the board Lead to call 911 and to send a Supervisor to the gate.




Synopsis: A ramp driver struck and injured an electric tug driver because he did not see him among the other vehicles.
Date: 201702
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 15
Light: Daylight
Aircraft: Seaplane or Amphibian
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
ATC / advisory: Tower ZZZ
Aircraft component: Main Gear
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial
Human factors: Situational Awareness; Distraction
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Strike - Aircraft
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: This was an incident because the only damage to the aircraft was a scrapped keel. Lake Amphibian LA4-200. On approach to landing the gear and flaps were lowered; on flaring for landing the tower said go around but it was too late and the aircraft hit the runway and scrapped the keel doing no other damage to the aircraft. The nose wheel had deployed normally and was down and locked. The main wheels remained up. We jacked the plane up; lowered the gear and towed the plane in.During the flight I noticed the position lights were out on the gear and I thought I need to get this checked out. That should have been a warming to me. Also I should have checked hydraulic pressure before and after lowering the gear. After landing I noticed hydraulic pressure had dropped to zero and didn't come back up until I recycled the hydraulic switch. I should have visually checked the gear position by looking back under the wings which I normally do and check the nose wheel with the mounted mirror. I was rushed by setting up a tight base leg and final approach and didn't do it. Needless to say I'll be much more thorough on my pre-landing phase of flight.




Synopsis: LA4-200 pilot reported a gear up landing when the main gear failed to extend during approach.
Date: 201208
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dusk
Aircraft: A330
Operator: Air Carrier
Operating under: Part 121
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Pressurization Control System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
Result: Flight Crew Rejected Takeoff; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On takeoff roll around 85 KTS; ECAM message 'Cabin Press I and II System Fail doors'. I rejected takeoff; advised flight attendants and passengers to remain seated; exited runway; parked at hardstand because of no available gate; called Maintenance. After replacing the pressurization controller and waiting for brake cooling; we were re released and taxied for an uneventful take off. All crew members performed very well due to excellent training. Aircraft would not have pressurized after take off. Abort saved holding for 4 hours due to landing weight limitation.




Synopsis: A330 Captain reports rejecting the takeoff at 85 KTS for Cabin Pressure I and II System Fail doors. Pressurization controller is replaced by maintenance and flight departs.
Date: 202003
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Workload
Anomaly: ATC Issue All Types
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors; Environment - Non Weather Related; Procedure
Primary problem: Human Factors

Narrative: With surrounding airspace closed for COVID-19 we are working a higher than normal volume.  The situation was made far more complex when we got an aircraft FL360 non RVSM who needed direct ZZZ during the peak of the complexity.  I should have probably forced the aircraft down sooner than I did.  I think throughout; with the help of a trusty X side; we were able to maintain separation on everyone; but the volume level and complexity were super high.  The needing of the X side when we are being told to distance; but being so inundated with volume is tough too.  We must work to figure out a plan to utilize since other facilities will likely face similar fates.Recommendation: Work on trying to make some preplanned contingency plans since this crisis doesn't seem like it'll be over soon.




Synopsis: Center Controller reported increased workload and complexity related to COVID-19 airspace closings.
Date: 201605
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Daylight
Aircraft: Dash 8 Series Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: TRACON ZZZ
Aircraft component: Oil Pressure Indication
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Departure Airport; Flight Crew Landed As Precaution
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After departing; while going through the after takeoff checklist; I noticed that the engine oil temperature was abnormally high. I brought it to the attention of my First Officer who was the pilot flying. After discussing the oil pressure limitations we decided that the best course of action was to return. Since I was PM (Pilot Monitoring) I turned the aircraft and radios over to the First Officer (Pilot Flying) and called dispatch; the flight attendant; and passengers; to let them know that we were going to return to the airport. Once back on COMM 1 we were already getting vectors back to [the airport]. We continued to monitor the engine oil temps and pressures to ensure they remained with limits. The Oil Pressure remained high for the duration of the flight. Flight terminated with no further incidents.


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


Synopsis: During climb in a Bombardier Dash 8; the Flight Crew noticed the #2 engine oil pressure was indicating high and returned to the departure airport.
Date: 202106
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: PA-23 Apache/Geronimo Apache
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Ferry / Re-Positioning
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Emergency Exit
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Instructor
Reporter qualification: Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical; 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 Landed in Emergency Condition; Flight Crew Diverted; Flight Crew Requested ATC Assistance / Clarification; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Procedure; Aircraft; Weather
Primary problem: Procedure

Narrative: When operating single pilot; pilot's used to crew operations should consider risks of reliance on other pilots as they would in a crew operation. Even experienced and competent pilots in the same manner as fully trained crew members specific to make and model. They may or may not have correct knowledge of procedures - they have not been tested.I preflighted the aircraft from the outside the other pilot preflighted from the inside - just like crew flying. Possibly the exit handle was not fully engaged due to maintenance action at pre-buy inspection. The aircraft had been flying for 2+45 through some notable turbulence; on descent in smooth air and passing through a wind shift (355/12-250/12); the emergency exit hatch departed the aircraft.ATC was [advised] and a safe landing ensued at ZZZ. Reports were made to Center; the FAA office; and the NTSB.




Synopsis: PA-23 pilot reported diverting after an escape hatch blew off during turbulence.
Date: 202012
Local time of day: 0601-1200
Location: ZZZZ.Airport, FO
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Cabin Furnishing
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Check Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Time Pressure; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Attendant; Person Flight Crew
When detected: Pre-flight
Result: General Maintenance Action
Contributing factors: Aircraft; MEL
Primary problem: Aircraft

Narrative: Maintenance placarded potable water in lavatory LX inoperative per MEL. I asked the Maintenance Technician who brought logbook up to cockpit to confirm compliance with correction requiring the entire lavatory be placarded inoperative due to COVID precautions. He said he understood that placarding the sink was sufficient to comply with MEL. My interpretation was different; and out of an abundance of caution I asked him to place a 'lavatory inop' placard on the affected lavatory door. We advised FA A; and did not use that lavatory. During cruise; after additional review of the maintenance text; I contacted Maintenance Control. They confirmed that to comply with the correction; the entire lavatory should have been placarded and requested I make a Logbook entry to that effect before arrival into ZZZ.




Synopsis: Air Carrier Captain reported blocking off the entire lavatory from use due to the potable water in the lavatory being placarded inoperative. Captain decided to block the entire lavatory for COVID-19 precautions.