elihoole/asrs-aviation-reports huggingface dataset:
Date: 201307
Local time of day: 0001-0600
Location: LMT.Airport, OR
Flight conditions: VMC
Light: Dawn
Aircraft: Light Transport; Low Wing; 2 Turboprop Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZSE
ATC / advisory: Center ZSE
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Human factors: Confusion
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Chart Or Publication; Human Factors
Primary problem: Human Factors

Narrative: Prior to departure the Captain and I discussed the Kingsley 5 departure out of LMT. I read out the initial heading instructions as; heading 140 (runway heading) -THEN- heading 320 and on course as assigned. This is what we flew on departure; initiating the turn after climbing a couple thousand feet. The climb was normal there was never an issue with terrain clearance or cause for concern on a VFR morning. On a heading of 320 and going through about 8;000 FT. The Controller asked. 'Are you on course?' To which I replied affirmative. The Controller then stated that the departure calls for a heading of 140. On reviewing the chart I saw that the departure states heading 140 -OR- as assigned by ATC heading 320 and on course. And I realized that we had turned on course which is normally assigned without a clearance. The Controller never said anything else to follow up and handed us off a short time later.[I believe the cause was] lack of precise reading of the departure procedure and clear communication and verification about the departure. Changed planned departure runway due to runway closure added to workload. I was late switching to Departure being involved in configuring to climb. Normally we would have been cleared for the turn on course right away barring traffic issues on the initial contact. Reiterate need to be vigilant and methodical.

Callback: The Reporter stated that this departure was on a normally scheduled flight but airport construction and a late departure runway change resulted in a hurried departure brief. During the last minute brief he simply misread and therefore incorrectly briefed the Captain about maintaining runway heading. The chart wording is not confusing and does not need revision; the Reporter stated he needs to slow down when feeling rushed.



Synopsis: During a hurried takeoff brief of the LMT KINGSLEY 5 departure; the First Officer incorrectly stated 'turn to 320' after takeoff because he misread the textual description following a last minute runway change.
Date: 201406
Local time of day: 0001-0600
Location: ZFW.ARTCC, TX
Flight conditions: Marginal
Weather elements / visibility: Turbulence; Thunderstorm
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZFW
ATC / advisory: Center ZFW
Aircraft component: Air/Ground Communication
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Second reporter function: Pilot Not Flying; Captain
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Human Factors; Procedure; Weather
Primary problem: Ambiguous

Narrative: I was the non-flying pilot [on a westbound transcontinental] trip. We departed and proceeded on a southerly routing due to an extensive line of weather. Due to the extreme static on guard frequency associated with the weather; we turned guard frequency down. We proceeded on our cleared routing of HOB then ILC after already checking on with Fort Worth Center. The frequency was busy with weather deviations. We were contacted by an air carrier flight giving us an ABQ Center frequency to contact them on. Unbeknownst to us; our ACARS was out of service with no associated ECAM advisory. We checked in then with ABQ Center and were given two [phone] numbers with which to contact FTW and ABQ centers. After contacting them after landing; FTW Center apologized profusely for the lack of service we received and that they were busy with weather and training. [They advised] We were never handed off to ABQ Center. Use due diligence in making sure two way communications are established at all times.


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


Synopsis: An A320 flight crew lost contact with Center for an extended period when ATC failed to hand them off to the next sector. Another flight crew forwarded an appropriate frequency to them. A malfunctioning ACARS was a contributing factor.
Date: 201411
Local time of day: 1801-2400
Location: RJJJ.ARTCC, FO
Flight conditions: VMC
Weather elements / visibility: Windshear
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
ATC / advisory: Center RJJJ
Reporter organization: Air Carrier
Reporter function: Captain
Second reporter function: First Officer; Pilot Flying
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation - Speed All Types; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Weather
Primary problem: Weather

Narrative: Aircraft encountered sudden severe CAT. clearly Jet stream activity. Autopilot disengaged and aircraft descended from FL330 to FL320. Full power added and RJJJ [ATC] notified. QRH procedure accomplished. There was no build up; smooth to immediately severe. Seat belt had been placed on earlier because the flight ahead had encountered some turbulence a bit earlier. The horizon was reported as visible; no clouds; and the WX radar had no echoes. The only report of turbulence had been about an hour previous and at a point behind the aircraft. Sabre WX chart had shown turbulence during the climb and into Korean/Southern Japan airspace which was mostly light; but nothing indicated in this area. No injuries but later 2 flight attendants told me they were a bit sore from holding on to the aircraft. note: I was Capt of this flight and the First Officer and I were in the bunk at the time. I woke up during this and very shortly after we climbed into very smooth air. It apparently was worse in the rear of the aircraft.


Second narrative: At PUTER intersection on A590 we encountered severe clear air turbulence. The turbulence caused a high speed warning; then a rapid loss of airspeed and a 1000 foot altitude deviation. We immediately reported the turbulence and altitude to atc; returned to assigned altitude and requested new altitude. Also informed company Maintenance of event. Referenced turbulence action guide in QRH. No damage or injury was reported.


Synopsis: B777 Flight Crew reports encountering severe clear air turbulence in RJJJ airspace; causing an overspeed warning initially then a 1000 foot altitude loss. The crew is able to return to the assigned altitude then to FL350 for a smooth ride. No injuries are reported.
Date: 202106
Local time of day: 1201-1800
Location: DEN.Airport, CO
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower DEN
Second aircraft: Commercial Fixed Wing
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Communication Breakdown; Time Pressure
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Cleared by Ramp Tower to taxi. We had switched to Denver Ground frequency when Company came racing southbound and cut us off. I had to jam on the brakes to avoid a collision. We returned to Ramp frequency. They confirmed that Company had been instructed to give way to us.




Synopsis: An Air Carrier pilot reported while taxiing to parking  they had to '... jam on the brakes...' to avoid a collision with another  Air Carrier which had been instructed to give way to them.
Date: 201603
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Normal Brake System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Training / Qualification
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Maintenance
Detector: Person Maintenance
When detected: Routine Inspection
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Incorrect / Not Installed / Unavailable Part; Procedure; Human Factors; Aircraft
Primary problem: Human Factors

Narrative: An Aircraft (AC) arrived on an air interrupt; for the landing gear not coming up. The airplane landed with three green lights on the gear; and taxied to the gate on its own power; no tractor or tug needed. Upon arrival to the gate; inspection of the gear; revealed; that the number 2 brake rod was off the brake; and ground down; and the brake rod retaining bolt; Tang washer and pin were missing from the aircraft. There was also damage to various brake hydraulic lines and electrical harnesses and connectors.While speaking to various mechanics; Crew Chiefs; and tech Crew Chiefs; it's been found; that there is a possibility of putting the brake pin; tang washer and brake rod retaining bolt on; with the locking screws engaged; and the tang washer and retaining bolt not being fully engaged. It's possible; if the pin and retaining bolt; are not cleaned properly; that the tang washer may not seat in the 2 grooves; and could be drawn out; to be able to insert the locking screws; safety them; and the tang washer would continue to free float.I believe; that this installation; may not be an isolated case; and we may possibly have a systemic issue; on this type brake and pin scenario. This is the affected fleet with this type installation; with [manual as] reference. Remove the Brake Rods from the Main Landing Gear.I believe; that this should drive; at least a 10% verification on our fleet; to make sure that these pins have been properly installed; to prevent risk of damage; and or injury.

Callback: The reporter stated; the rod in question is an anti-rotation rod from the Main Landing Gear (MLG) truck to the brake assembly. When the brake rod disconnected from the brake it dropped to the ground and was severely damaged and prevented the MLG from retracting. The reporter stated the reason for the rod disconnecting is after inserting the pin; that connects the rod to the brake; securing the pin is a complicated process which when not done properly can lead to failure. The reporter went on to say that since this occurrence; engineering put out an order to inspect all other B767-300s to ensure that the brake rods were secured properly.



Synopsis: A B767-300 Number 2 Brake Rod was found unattached from the brake. The Landing Gear was unable to retract due to the rod being unattached.
Date: 201312
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Icing; Rain
Light: Dusk
Aircraft: Citationjet (C525/C526) - CJ I / II / III / IV
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Time Pressure
Second reporter function: Single Pilot; Captain
Anomaly: ATC Issue All Types; Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Procedure; Human Factors; Weather
Primary problem: Ambiguous

Narrative: The pilot checked on for ILS19. I descended aircraft to 3;000 FT. I thought I heard the pilot read back 3;000 FT but I misunderstood him. The low altitude alert went off when the aircraft was descending to 2100 FT. I immediately climbed him to 3;000 FT and issued a low altitude alert. The pilot said he had thought he was cleared to 2;000 FT but I had only cleared him to 3;000 FT. We listened to the tapes and had to slow them down to understand the pilot's readback. I will question all pilots when the readback is not clear and try to use 4;000 FT when possible to avoid this situation.


Second narrative: Read back a descent clearance to 2;000 FT set the altitude preselect to 2;000 FT at about 2;200 FT Approach tells me to climb to 3;000 FT. I started the climb; and then they tell me to level at 2;600 FT; then they give me a heading to intercept the ILS course for Runway 19 at out destination and clear me for the approach. I thought sure I read back 2;000 FT; because the preselect was set at 2;000 FT I had the TAWS displayed; but never got a warning from it.I should have questioned the altitude because 2;600 FT is the altitude over the outer marker! Next time I will double check the final approach fix altitude.


Synopsis: A C525 pilot flying solo was cleared to 3;000 FT but read back 2;000 FT; a TRACON low altitude alert sounded the Controller recleared the pilot to 2;600 FT.
Date: 201207
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Communication Breakdown; Situational Awareness; Training / Qualification
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Company Policy; Procedure; Human Factors
Primary problem: Human Factors

Narrative: I have had two events recently where pilots have operated an aircraft system with the 'CAUTION MAINTENCE BEING PERFORMED' sign posted in the cockpit on the [Center] Pedestal. When ask what they thought they were doing; they both said that they were not operating flight controls; not understanding they are not to touch any systems. This is a very dangerous condition that the pilots [are] putting all of us in; by either ignoring or not understanding what this sign means. This situation needs to be addressed quickly before something is damaged or someone is hurt or killed. After one pilot was notified; he was very apologetic; the other [pilot] still thought he did nothing wrong; or put anything or anybody in danger because he had not operated any flight controls. Both pilots have over 30-years seniority. [Recommend] more safety training for pilots to have them understand that it is everybody's job to put safety first.




Synopsis: A Line Mechanic reports about two events he experienced where pilots had operated an aircraft system when the 'CAUTION MAINTENANCE BEING PERFORMED' sign was posted on the cockpit Center Pedestal. Mechanic noted the situation needs to be addressed quickly; before equipment is damaged; or someone is hurt or killed.
Date: 201402
Local time of day: 1201-1800
Location: CRG.Airport, FL
Flight conditions: VMC
Weather elements / visibility: Rain; 10
Aircraft: Cessna Stationair/Turbo Stationair 6
Operating under: Part 91
Flight plan: None
Flight phase: Initial Approach
ATC / advisory: Tower CRG
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Clearance
Detector: Automation Air Traffic Control; Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action
Contributing factors: ATC Equipment / Nav Facility / Buildings
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: Tower told us to climb to avoid traffic. However had we done that we would have collided. We spotted the aircraft at our altitude climbing. We descended and Tower asked us what we were doing; again recommending an ascent. We told them the situation and they blamed it on radar being behind.




Synopsis: C206 pilot reports being told to climb by the Tower to avoid traffic; but the traffic is already climbing so the reporter descends. The Controller blames the situation on the radar being behind.
Date: 201811
Local time of day: 1201-1800
Location: LAS.Airport, NV
Flight conditions: VMC
Light: Night
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Training
Flight phase: Initial Climb
Airspace: Class B LAS
ATC / advisory: TRACON L30
Reporter organization: Air Taxi
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Distraction; Communication Breakdown; Training / Qualification
Second reporter function: Pilot Not Flying; Captain
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Less Severe; Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Ambiguous

Narrative: During the initial climb out of LAS on the BOACH 8 Departure off of Runway 19R; the 7;000 foot crossing restriction at RODDD intersection was overshot by approximately 375 feet. Contributing Factors: LAS Tower will not assign the departure runway until they clear you for takeoff. This requires the programing of the FMS as you taxi into position. The scheduled training flight was very short in length of flight time with crew only. This allowed for a very light aircraft which gave us a higher than normal rate of climb. This was the Pilot Flying's second takeoff in the [aircraft]. Upon rotation; we received the amber CAS message 'APU master warning' which caused an additional distraction in the cockpit. This CAS message continued to indicate a false CAS message from rotation until passing above 10;000 feet MSL; requiring numerous caution message cancellations and an added workload.


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


Synopsis: Air taxi flight crew reported an altitude overshoot due to distraction and late clearance information from LAS Tower.
Date: 201710
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Cessna 210 Centurion / Turbo Centurion 210C; 210D
Operator: Personal
Operating under: Part 91
Mission: Personal
Flight phase: Landing
ATC / advisory: CTAF ZZZ
Aircraft component: Emergency Extension System
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor
Human factors: Troubleshooting; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Ground Strike - Aircraft; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Moving aircraft from annual inspection to home base. Knowing the aircraft had just had annual I did a thorough preflight to include visual inspection of sight gauge for hydraulic fluid. It was dark and appeared full. Departed for short VFR flight to ZZZ upon arrival to the traffic pattern when I put the gear down I did not get green down light; so I cycled normal 3 times still no green light. I flew out of pattern and performed emergency extension procedures per the flight manual. At around 80 pumps the handle was hard and could not move either way. A visual check in mirror and out the window gear appeared down but still no green light. I then called the mechanic to see if he had any other ideas; having none; I tried manual pump handle again and got a few more pumps before handle went hard. Then I decided the switch may have slipped when they performed retraction test at annual. So gear appearing to be down I landed pumped gear a few more strokes until handle would not move for the last time. Landed at about 200 feet down the runway at slowest possible speed. Rolled 800-1000 feet. At around 20 kts main gear failed with a crosswind I slid from center of runway to just off left side maybe 100 ft.After aircraft recovery in the hangar I tried the hand pump with master on gear handle down and it's still locked hard without getting gear down light. At this point I shined a flashlight into sight gauge to discover a fifty year old plane has the glass stained and looked full on my preflight but could only see minimal fluid.Have not had on jacks to verify my speculation yet. My new preflight practice will be to verify fluid/volume when coming out of maintenance by all means available.




Synopsis: C210 pilot reported that when he put the gear down he did not get green down light. The gear collapsed on landing.