elihoole/asrs-aviation-reports huggingface dataset:
Date: 201606
Local time of day: 0601-1200
Location: GCC.Airport, WY
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Cruise
Airspace: Class E ZLC; Special Use POWDER RIVER 2L MOA
Second aircraft: Military Bomber
Reporter organization: FBO
Reporter function: Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Sea
Human factors: Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airport; Human Factors; Airspace Structure
Primary problem: Human Factors

Narrative: I took a student to GCC to solo at the tower [controlled airport]. [Student] soloed there and we headed back home [north]. I checked the NOTAMs for the airspace [Powder River 2L MOA]; in which it was active but not any different than the other times I have flown through it. On the way back; at Lat/Long 45.81°/104.61° we were approached with oncoming traffic at our 11 o'clock. We then talked about what to do in this situation. Since we had no radio contact or radar we decided to descend in case there was more military aircraft at that altitude. We descended to what we thought was a safe altitude as a military bomber crossed over head. Upon reaching our new altitude the bomber came back over top of us approximately 100 feet to 200 feet above us. It caught my student and myself off guard being that close to us and out of nowhere a bomber departing to our 11 o'clock to the Northwest when just minutes before came from Northwest headed to the southeast. So I reached to back seat to grab phone to take picture by which time plane was too far away. We were a little shook up not knowing if they had even seen us and or if it was intentional. But at the very least made us both feel very unsafe; especially after we took corrective action.




Synopsis: C172 instructor pilot reported a NMAC with a military bomber at 4500 feet while passing through the active Powder River 2L MOA.
Date: 201305
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pneumatic Valve/Bleed Valve
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer
Human factors: Troubleshooting; Workload; Time Pressure
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Landed As Precaution; Flight Crew Took Evasive Action; Flight Crew Diverted; General Declared Emergency; General Release Refused / Aircraft Not Accepted
Contributing factors: Aircraft; Chart Or Publication; Procedure
Primary problem: Aircraft

Narrative: Climbing 36;000 FT [the] left bleed tripped off. 36;500 FT [we attempted a] trip reset per QRH. 37;000 FT [we resumed] normal operation. 38;000 FT left bleed trip off [and] trip reset per QRH. 38;000 FT [we resumed] normal operation. 38;000 FT left bleed trip off [and] trip reset per QRH. 38;000 FT light still illuminated. 38;000 FT left pack off per QRH. 38;000 FT right pack tripped off. 38;000 FT trip reset per QRH. 38;000 FT [again we resumed] normal operation. During this time frame; the Captain and I had and were discussing diversions; which airports were the closest suitable; and our comfort level with the issue that was taking place. 38;000 FT left bleed trip off. 38;000 FT started descent. 37;000 FT right pack trip off. 36;500 FT trip reset per QRH. 36;000 FT began emergency descent. [We] diverted to (the closest suitable airport considering our descent rate). 24;000 FT cabin altitude exceeded 14;000 FT. At 10;000 FT vectored to final for the runway. Landed uneventfully and proceeded to the gate. Through communicating with the flight attendants on the flight; we did know that the passenger oxygen masks had in fact deployed and that a POB was used. The crew was met at the gate by Station Maintenance; which took over the aircraft. It does not state in the QRH anything about starting a descent with the bleed trip off after turning the associated pack off. Maybe it should!




Synopsis: A B737-700 left bleed tripped four times climbing to FL380 and the pack was turned OFF. Shortly thereafter the right bleed tripped several times and finally with both bleeds OFF an emergency was declared and the flight diverted but not before the cabin exceeded 14;000 FT causing the masks to drop.
Date: 201508
Local time of day: 1201-1800
Location: CZWG.ARTCC, MB
Flight conditions: VMC
Light: Daylight
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center CZWG
Aircraft component: Air/Ground Communication
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: ATC Issue All Types
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: ATC Equipment / Nav Facility / Buildings
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: This frequency has a severe problem with echoing when the air traffic controller is transmitting. Other aircraft complained and the controller acknowledged the problem. It is so bad that there is the potential for miscommunication.




Synopsis: B-777 Captain reports an 'echoing' problem on an ATC frequency. No corrective action is reported.
Date: 201208
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Landing Gear Indicating System
Component problem: Malfunctioning
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Troubleshooting; Time Pressure; Training / Qualification
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Clearance
Detector: Person Passenger
When detected: Other Landing Touchdown
Result: Aircraft Equipment Problem Dissipated; Flight Crew Overcame Equipment Problem; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was on a training flight with a private pilot student working towards a Commercial ASEL rating. We flew to a Class D airport to practice landings. We requested and made an overhead approach to Runway 14. On the right downwind to Runway 14 Tower cleared us to land. The student was manipulating the controls to practice a 'normal landing' before we proceeded to advanced landing techniques. Landing checklist was completed on the downwind; including 3 green lights indicated that the landing gear was down and locked.In the flare the nose wheel green light went out. At the same time the gear unsafe horn began to sound and the gear unsafe light came on. I took controls from the student and initiated a go-around. The main wheels touched the ground; but I was able to keep the nose wheel off the ground. I reported that we were going around due to a gear unsafe indication. The Controller asked us to make right traffic for 14. I cycled the gear and put positive and negative g-forces on the gear by pitching up and down and rolling right and left. The gear lights remained on the entire time. I assessed that the gear was secure. We were cleared to land Runway 14. On the landing roll the horn and light came on again. I rolled off the runway on to the taxiway holding full back pressure on the yoke for as long as possible. The nose came down without incident. We got a taxi clearance to the nearest parking space and tied the airplane down.The Tower asked me to call them. They asked me to call the airport manager. I talked to the Airport Manager at length about the event; emphasizing that I took the only safe course of action I could under the circumstances.




Synopsis: A PA28R-200 flight instructor took control of the aircraft on touchdown when the nose gear green light extinguished and the gear warning horn activated. He aborted the landing and went around while exercising positive and negative Gs in at attempt to lock the gear in place. A subsequent landing; however; repeated the warnings although the nose gear stayed in place when it was lowered slowly to the runway.
Date: 201507
Location: CZQX.ARTCC, NF
Flight conditions: VMC
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
ATC / advisory: Center CZQX
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Weather; Human Factors
Primary problem: Human Factors

Narrative: I was the pilot flying. After passing 30 west on track 'C'; I noticed the ATA at 30 west was two minutes later than the ETA. Comparing the displayed winds alongside the winds loaded in the FMC showed a variance. Not remarkable; yet enough to prompt further investigation. Though well before the next scheduled wind update at XA00Z; I sent for new winds. The uplink took an inordinate amount of time to arrive. Upon execution of the update; sure enough; the winds had changed.Prior to 40 west a crew rest change-over would occur (Relief pilot was coming on-duty); drinks were to be served; along with a quick restroom break. The First Officer completed the 'approaching waypoint procedure' and handed me the flight plan to complete the pilot monitoring duties prior to the Relief pilot beginning this function. Passing the waypoint I recorded a three minute ATA variance from the 40 west ETA sent to Gander. The ETA change was not noticed when the new winds were loaded; but obviously had changed at some point between execution of the wind uplink and 40 west.




Synopsis: B757 Captain reports arriving at 30 west on Track C two minutes past the ETA and noting the actual wind is different from the FMC stored wind. New winds are requested and entered in the FMC. Crossing 40 west the time is three minutes different from the ETA.
Date: 202104
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Reporter organization: Other unknown
Reporter function: Instructor
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Other / Unknown; Training / Qualification; Communication Breakdown; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: Other landing
Result: Aircraft Aircraft Damaged
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: A student of mine and I were conducting performance landings and traffic pattern operations at ZZZ. On our second lap in the pattern I instructed my student to conduct a short field landing to a full stop. In the downwind my student made a comment about using maximum braking and how it would wear the brakes easily. I instructed the student to verbalize 'simulated' maximum braking to prevent wear on the aircraft braking system. On short final everything was looking great; the main gear touched down on the 1000 foot markers softly. My student then locked the right main brake; causing the right tire to skid. I announced 'off the brakes' to allow the aircraft to roll. My student let off the right brake and then began locking the left brake; causing the left brake to lock inducing a tire skid. I announced 'off the brakes' again multiple times; and the student did not let off the brakes. At this time I announced 'my controls' to take control of the airplane; multiple times; again the student did not come off any flight controls. During this time of trying to regain control of the aircraft from my student; the left main tire blew; causing the wheel pant to crush due to the flat tire and rubber off the tire. The aircraft rolled to a stop on the runway approximately 30 feet off center-line with 20 feet to the left edge. At this time with the aircraft at a complete stop; I called on CTAF for ZZZ to let other aircraft know we were disabled on the runway; unable to taxi due to the left main tire being flat. At this time we left power to the aircraft to allow usage of the radios to monitor while my rear seated passenger (a student observing our lesson) made a call to the local FBO to request a tow. The workers at the FBO NOTAM'ed the runway closed for 1 hour to allow safe removal of the aircraft from the runway environment. The aircraft was removed from the runway in approximately 25 minutes by using a dolly under the left main.




Synopsis: Instructor Pilot reported the student pilot lost control of aircraft during landing practice.
Date: 201601
Local time of day: 0601-1200
Location: EBBR.Airport, FO
Weather elements / visibility: Icing
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Other / Unknown; Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel; Person Dispatch
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Brussels called dispatch to notify of an error while deicing. Apparently the deicing crew used only hot water on the right hand wing and forgot to use de/anti-icing fluid as they are supposed to do. No precipitation was reported at the time of departure and the flight took off without incident.




Synopsis: The EBBR deicing crew did not use de/anti-icing fluid on one wing of the aircraft.
Date: 201406
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Landing
Aircraft component: Gear Extend/Retract Mechanism
Component problem: Failed
Reporter organization: FBO
Reporter function: Pilot Not Flying; Single Pilot; Trainee
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Ground Strike - Aircraft
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Landed in Emergency Condition; Flight Crew Diverted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was on a training flight with an instructor; VFR flight condition prevailed. Departure was normal and we climbed to 2;100 MSL and departed the area to proceed to another airport to practice landings. We entered the pattern executing a normal landing with no issues. We did a full stop and departed Runway 2 to execute a practice 180 degree engine out accuracy landing procedure. On downwind for Runway 2 and at pattern altitude we began the maneuver but the right landing gear failed to extend and lock. We aborted the procedure and exited the airport environment. We executed gear down failure emergency procedures by manually pumping up landing gear several times; I recall 4 times. We also recycled the gear using the electric pump numerous times I would say a dozen times trying various maneuvers to try and shake the gear down all attempts failed. The instructor contacted his company and the decision was made to fly to ZZZ where they had a maintenance facility. Once we arrived at ZZZ; we made 3 pattern level passes to evaluate the best landing site. The decision was made to land in the grass to the right of Runway 3. This was a wide and long grassy area and the direction faced into the wind. With the landing gear lever in the retracted position; a gear up landing was executed by the instructor with textbook type skills. Approximate distance from touchdown point to stop was 300 FT. The plane came to an uneventful stop on the grass with little damage visible on the plane. We exited the aircraft without injury.




Synopsis: C172RG pilot under instruction experiences failure of the right landing gear to extend during approach. All normal and emergency methods of extending the gear are unsuccessful. A landing with all gear retracted is accomplished by the instructor to an open grassy area adjacent to the runway with minimal damage to the aircraft.
Date: 201508
Local time of day: 1801-2400
Location: N90.TRACON, NY
Aircraft: Falcon 2000
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E N90
ATC / advisory: TRACON N90
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Confusion; Workload
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural FAR; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: During a reposition flight an altitude was busted due to miscommunication between ATC to crew and crew to crew. I was flying the plane after a long day of flying and the First Officer had lower back pain from the 5 hour flight [earlier in the day;] which was keeping him preoccupied and taking his focus away from the task at hand. ATC ask us to descend from FL200 down to 16;000 feet 16 miles away from a fix. The First Officer took the transmission and relayed it back to ATC. I heard him and ATC say 6;000. I proceeded to dial 6;000 in the altitude selector (usually the job of the PNF on our aircraft); but the First Officer was suffering from back pain and I was operating all the dials in the cockpit. I was also operating the FMS. Giving a direct to the fix. I confirmed 6;000 with the First Officer and he said; 'That's what he said'. I then said; '6;000 in the box' and heard him confirm it (it might have been out of habit and lack of focus due to pain) While descending through 13;000 feet I started slowing the aircraft to 250 KTS.Upon reaching 10;500 feet roughly around 250 knots; ATC asked; 'are you stopping at 16;000?' The First Officer took the radio and said; 'We busted through it; but will climb back up to 16;000'. ATC just said; 'Alright' and handed us off to another controller. I climb the plane back up to 16;000 and continued flying. I then mentioned we should file a report.I believe we have to review SOPs and always confirm altitudes. Also; being relatively new to the company both pilots are still unfamiliar with company SOPs which should be reviewed with a more senior pilot.




Synopsis: DA2000 Captain reports an altitude deviation during descent due to an apparent misunderstanding of what ATC said and what the First Officer read back.
Date: 201506
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Widebody Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Work Refused
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: [Hazardous material] was loaded in an unsafe manner. A 50-100 pound bottle of flammable gas was 'held in place' by a loose fitting cargo net. Even after tightened; the bottle easily fell over with the slightest lateral force applied. Taxiing the aircraft and turning; takeoff and landing would have easily sent bottle of flammable gas crashing into surrounding hazardous material with potentially deadly consequences. Re-attempt demonstrated that Hazardous material technician was trained poorly and had little understanding of the risks he was passing on to us. His attitude was pleasant; but the only reason the aircraft did not experience a significant hazard is because of the exemplary attention to detail by First Officer. After unsuccessful loading attempts; bottle was removed and flight was accomplished uneventfully. Poor training and/or poor execution of Hazardous Materials Procedures. Retrain; or replace individual involved. Teach technicians about the forces that impact cargo during flight.




Synopsis: Captain of a widebody cargo aircraft reported a large bottle of flammable gas was improperly secured and could have posed a hazard if the First Officer had not caught the irregularity prior to departure.
Date: 201512
Local time of day: 1801-2400
Location: SDL.Airport, AZ
Flight conditions: VMC
Light: Night
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Cruise
Airspace: Class B PHX
ATC / advisory: TRACON P50
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Personal
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Person Flight Crew
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Procedure
Primary problem: Procedure

Narrative: We were holding over IWA VOR and requested the VOR-C approach at SDL. After receiving clearance from Phoenix ATC to enter Phoenix Class B; I saw an aerobatic type of aircraft; in my estimation; in proximity of less than 200 feet; come up from under us and rapidly gained altitude after passing. He was on a perpendicular track; coming from the left; from a lower altitude; to the right. It was a very close call. It was impractical for the crew to sight the traffic as it approached us from a lower altitude under our left wing. Also the traffic alert system was unavailable at that time; adding to the inability of the crew to detect the inbound traffic. Both aircraft were within Phoenix class B. I reported to Phoenix approach that we had a near miss and after receiving no response; I asked if Phoenix approach had copied our message; and the controller responded thereafter solely with 'roger'.




Synopsis: Pilot reports a near-miss encounter with another aircraft while in holding in the PHX Class B airspace. Pilot reported the event to ATC.