elihoole/asrs-aviation-reports huggingface dataset:
Date: 201209
Local time of day: 1201-1800
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Eurocopter AS 350/355/EC130 - Astar/Twinstar/Ecureuil
Operator: Corporate
Operating under: Part 91
Flight plan: None
Mission: Test Flight / Demonstration
Flight phase: Takeoff / Launch
Aircraft component: Main Rotor Blade
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: Single Pilot; Pilot Flying; Captain
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Landed As Precaution; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was assigned as the pilot (Captain) to conduct a maintenance test flight for the purpose of tracking and balancing a rotor system on an AS-350B2. The aircraft was recently (within the last 24 hours) fitted with a new main rotor system. Before the aircraft could be returned to service; it was required that a track and balance be performed. I conducted a thorough preflight of the aircraft to include systems; structural and components. Multiple starts; hover and flight checks ensued. A flight was conducted and the equipment used by the Mechanic to determine accuracy of the track and balance indicated a required adjustment to the rotor system. The Mechanic stepped out of the aircraft after shutdown and made his adjustments to the pitch change links. After he was completed; he informed me we were ready for the next test run and he placed his tools inside the aircraft. The aircraft was subsequently started and the procedures commenced. As I advanced the Fuel Flow Control Lever (throttle) from idle to flight idle; a 'clinking' sound was observed by me. Thinking it was a tool rattling in the tool kit and not observing any indications to the contrary; I commenced flight to a hover of approximately 5 FT while the first test was completed. After about 20 seconds the Mechanic asked to depart and set a cruise speed of 80 KTS for the next segment of the test. A standard departure from the location was used as we took flight. At approximately 60 KTS the Mechanic instructed me to return as the Micro-Vib II indicated the need for an additional adjustment. I returned to the landing zone safely. While the Mechanic was making the necessary adjustments it was observed that one of the main rotor blades had a depression 2/3 of the way down the blade from the root on the leading edge and a deformed trim tab on the trailing edge.




Synopsis: AS-350 pilot on a post maintenance test flight heard a clicking noise and onboard Mechanic detected vibration in cruise flight. Pilot returned to base and a depression in the blade and a deformation in the trim tab of the main rotor was discovered.
Date: 201509
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Light: Daylight
Aircraft: Embraer Phenom 300
Operator: Fractional
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Oxygen System/Crew
Component problem: Failed
Reporter organization: Fractional
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Overcame Equipment Problem; Flight Crew Diverted; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: In cruise FL410 and noticed oxygen pressure was 1;250 PSI and had been 1;900 PSI an hour earlier during preflight. Contacted ATC and requested lower and they gave me FL330. During descent oxygen leak increased rapidly to where you could hear it coming from [caddy] that holds Captain's oxygen mask. [Advised ATC] and requested at least FL240 which was granted. Then asked for lower with next controller and got 10;000. At about this time requested and were granted direct [nearest airfield]. Approaching airport cancelled emergency and landed uneventfully.The metal coupling between the pilot's mask hose and the aircraft supply hose on the Phenom 300 needs to be beefed up. Half of the lip of the female fitting failed causing the leak. It is made of paper thin metal and subjected to stress when the mask is pulled out or put back in the well. Also it is a good idea to monitor oxygen pressure and cabin altitude when flying above 10;000 feet.


Second narrative: We were at cruise flight when we noticed the oxygen pressure at 1;200 PSI. The previous day it was at 1;900 PSI. With the oxygen mask out of the box where it was stowed I noticed cold air blowing in the box. I also noticed the fitting between the mask and the flow indicator being bent at a 20 degree angle. I went to straighten the fitting to make sure that it was connected properly and the fitting broke. Oxygen was escaping at a high rate through the parted connection. We turned the oxygen system off to save our oxygen in case we had other problems and needed the 900 PSI of O2 that we had left. We started a decent and ATC would only give us clearance to 33;000. We wanted to get down quickly and we [described the urgency] to get a lower altitude. We were cleared to 10;000. Once at 10;000 we cancelled the emergency and proceeded to [the nearest airfield].


Synopsis: An Embraer Phenom flight crew described a leak in the crew oxygen system that resulted in a descent and an uneventful diversion.
Date: 201309
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Compressor Stator/Vane
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: Other Takeoff roll
Result: Flight Crew Rejected Takeoff; Flight Crew Returned To Gate; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Upon application of FLEX power for takeoff; an ECAM message was displayed; with a momentary BLEED VALVE notation; along with an EGT over limit on the Number 2 Engine. Takeoff was rejected; and engine number two was shut down. We taxied to the gate normally. Failure of the vane position controller/actuator; caused a possible compressor stall and the EGT limit to be exceeded. According to the team of mechanics and technicians that met the aircraft at the gate; this was a mechanical and/or electrical failure. There may be no way to prevent a flight crew from experiencing this type of event in the future. Interestingly; this was not an engine fire; and it was not an engine failure. Essentially; the Number 2 Engine failed to spool up. This might be a valuable simulator training scenario.




Synopsis: A319 Captain experiences an EGT exceedance when FLEX power is selected for takeoff. The takeoff is rejected and the engine shut down. Maintenance suspected variable stator vanes to be the culprit in this incident.
Date: 201908
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Aircraft component: Engine Air Starter
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Other / Unknown
Detector: Person Air Traffic Control; Person Other Person
When detected: Taxi
Result: General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Aircraft pushed from the gate. Normal start on engine two. After tow bar and tug disconnect with there was waive off; Captain commanded engine start on number one. After a few seconds; I noticed I was not getting number 2 rotation. After verifying the pneumatic valves were set up correctly; I commented to the Captain I was not getting rotation and asked him to verify pneumatic position. He confirmed everything was configured correctly. Shortly after this took place another aircraft over Ground Frequency 'The ERJ that just pushed has sparks and flames coming from its left engine. Shut 'em down boys.' ATC then confirmed that was our aircraft; followed by informing us. At this point the Captain called for the emergency evacuation check list and called for the fire trucks to be rolled over Ground frequency. The QRH was run. The fire department arrived shortly and confirmed there was no indication of fire. Given we had no indication of fire on the flight deck either; and had blown the bottle; the Captain and I discussed we felt it was appropriate to wait for stairs to be able to make a safe egress out the galley door instead of having passengers risk injury jumping down to the tarmac. After the evacuation was complete; the batteries were turned off and the QRH was completed. We then exited the aircraft.




Synopsis: EMB-145 First Officer reported that; number one engine failed to start with sparks and flames visible; causing flight crew to abort the engine start and deplane.
Date: 202006
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-20 Pacer/PA-22 Tri-Pacer
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Aircraft component: Rudder Control System
Component problem: Failed
Reporter organization: Personal
Reporter function: Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Object; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: General Maintenance Action
Contributing factors: Human Factors; Aircraft
Primary problem: Aircraft

Narrative: Landed on runway. Unable to get enough rudder control response to keep aircraft rolling on runway. Aircraft departed runway. Aircraft came to stop after striking a log off runway.I was suspicious of the rudder effectiveness. I should have postponed the flight until further evaluation could be made by an aircraft mechanic.




Synopsis: Pilot reported a runway excursion due to faulty rudder controls.
Date: 202012
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Time Pressure; Workload
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Other Pushback
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I inadvertently pushed back from the gate without a final Dangerous Goods summary because I mistook a secondary planned summary to indicate that no Hazmat was loaded. Another reason that I hastily made my assumption was because we don't ever receive secondary planned DG summaries. We only get a final summary after the initial planned summary. Thankfully; due to ramp congestion; we did receive a final Dangerous Goods summary prior to taxi.There are a couple of key notes added into the software log stating that a ramp scanner deleted the Hazmat at close out.




Synopsis: B-757 Captain reported pushback from departure gate without required Hazmat Final DG Summary. DG Summary was received during pushback traffic delay.
Date: 201408
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Night
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
ATC / advisory: CTAF ZZZ
Reporter organization: Personal
Reporter function: Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Anomaly: Ground Event / Encounter Person / Animal / Bird
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Airport
Primary problem: Environment - Non Weather Related

Narrative: During rollout after landing (nearing walking speed) a small deer ran from the right side of runway and impacted the lower nose cowling behind propeller. Deer was spotted just before impact and no action could have been taken to avoid collision. Aircraft was stopped and shut down on runway and inspected for damage. Air intake located on lower part of nose cowling was slightly dented on pilot's side; no other physical damage was observed. Propeller did not seem to be damaged. The engine was restarted and static tests were made at various RPMs up to 2;000 RPM; no adverse vibrations or sounds were noted. Taxi tests were made to confirm the landing gear and brakes were not affected by the incident; all performed as normal. Takeoff was made and we remained in traffic pattern up to 3;000 feet AGL; all engine instruments indicated normal operation. The flight was continued to the destination airport with no unexpected events; vibrations; sounds; or other indications that safety was a concern or in jeopardy. Contact was made with Approach Control for flight following and airspace transition. The approach and landing at the destination airport was normal and no unusual or special actions were needed to maintain directional control. After taxiing back to ramp area; normal shutdown procedures were conducted and aircraft was tied-down; no other actions were taken. All judgments and decisions were made with safety as first priority. All actions were taken to comply with Aviation Regulations. At no point did I feel in danger to myself or people/property on the ground. [I suggest the following] corrective actions: 1) Install (higher) fences around all airports in the U.S. 2) Install cattle grids along/around all runways;reference http://en.wikipedia.org/wiki/Cattle_grid3) Install motion sensors along runways with LED spotlights so wildlife can be easily spotted.




Synopsis: Late in the night landing rollout a small deer darted into the path of the reporter's C172 and was struck by the airplane's lower engine cowling.  No evidence of powerplant or airframe damage was noted during an on-site visual inspection or during a variety of ground and in flight based tests.
Date: 201911
Local time of day: 1201-1800
Location: ZID.ARTCC, IN
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZID
ATC / advisory: Center ZID
Second aircraft: Commercial Fixed Wing
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Situational Awareness; Communication Breakdown
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Separated Traffic
Contributing factors: Company Policy; Human Factors
Primary problem: Company Policy

Narrative: I climbed Air Carrier X Flight ABBB to 36;000 feet. I believe Air Carrier X Flight AABB took the clearance and I did not realize it. I also believe that they both took the clearance but I'm not sure. Moments later I switched Flight AABB frequency via CPDLC. While Flight ABBB was climbing into my sector I noticed that Flight AABB started descending. I was not talking to Flight AABB. I verbally coordinated with the sector which is located next to me that I'm stopping Flight ABBB at 35;000 feet and turning south and then I issued the instruction to the pilot. Then the sector I gave Flight AABB to called and said that Flight AABB was returning to 38;000 feet. When traffic was no longer a factor I climbed Flight ABBB to 36;000 feet and turned them on course. I never realized how close the call signs were until it was too late. Be more aware of similar call signs.




Synopsis: ZID ARTCC Controller reported the wrong aircraft acknowledged for a new altitude assignment and the Controller did not detect it due to similar sounding call signs.
Date: 201907
Local time of day: 1201-1800
Location: ZMA.ARTCC, FL
Flight conditions: Marginal
Weather elements / visibility: Thunderstorm
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Operator: Other ALL
Operating under: Other ALL
Flight plan: IFR
Mission: Other ALL
Flight phase: Climb; Cruise; Descent
Airspace: Class A ZMA
ATC / advisory: Center ZMA
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Workload; Time Pressure; Situational Awareness
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Separated Traffic
Contributing factors: Airspace Structure; Weather; Human Factors; Company Policy; Procedure
Primary problem: Weather

Narrative: The sector was impacted with weather to the west which caused other sectors to allow numerous aircraft to deviate into our airspace. These aircraft are all opposite direction and climbing with our descending landing traffic. This significantly increased our workload. We also had weather on the east side of our airspace which prevented us from moving our traffic away from theirs. Sometime in the middle of our session they started handing aircraft off to us which we would then (when clear of the weather) reroute back into their airspace. Over the course of our session we were violated numerous times by the adjacent Center sectors and by our Center sectors. We in turn violated another sector at least twice. Both times involved us handing off aircraft to them that they did not or refused to take in a timely fashion. Additional complications involved the active military airspace which restricted our ability to move aircraft east and away from the weather.If weather closes off the northbound aircraft route instead of allowing them to deviate into our southbound traffic; either reroute them west or stop the southbound traffic. If the military had released airspace to us we could have also prevented the situation from getting out of hand. Another solution would be to shut off the northbound aircraft so they don't endanger the southbound landers. Reroute the northbound aircraft instead of sending them right into the southbound traffic. Any of those would have worked. Perhaps Traffic Management Unit could get involved next time and assist with the situation.




Synopsis: A Center Controller reported numerous airspace violations between sectors working aircraft abeam active Restricted/Warning Area airspace during a period of weather deviations.
Date: 201905
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Viking/Turbo-Viking 17-30/31
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Gear Extend/Retract Mechanism
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Gear Up Landing
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Landing gear failed to extend. Electrical failure.




Synopsis: BL-17 pilot reported that due to an electrical failure the aircraft's landing gear failed to extend.
Date: 201501
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Pressurization System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; Flight Crew FLC complied w / Automation / Advisory; Flight Crew FLC Overrode Automation
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: 'CABIN ALT' Red Warning and aural annunciator came on while climbing through 12000 feet. FA (Flight Attendant) Lead informed us that there was a loud noise and air blowing on the L2 Door. We advised ATC and requested lower altitude. Operations and passengers were advised of the situation. QRH procedures were executed successfully. Manual pressurization was kept under control during descent; approach; and landing. Ops was advised to contact Dispatch and Maintenance Control.




Synopsis: Aircrew experienced a depressurization event and returned to the airport of origin.
Date: 201304
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Other / Unknown
Anomaly: No Specific Anomaly Occurred All Types
Detector: Person Dispatch
When detected: Pre-flight
Contributing factors: Human Factors; Company Policy
Primary problem: Ambiguous

Narrative: [Automated Dispatch] program designed by the company recommends no alternate for LGA for weather reasons although LGA has been in a ground delay program for 3 days due to understaffing. Despite VFR conditions; flights were given airborne holds into LGA and most flights were given long vectors inbound to LGA. This program continues to be a burden on real-time flight planning. [Automated Dispatch] program offers no value to dispatchers. [Automated Dispatch] program continues to negatively affect our flight planning with its lack of operational knowledge.




Synopsis: Dispatcher laments the company's new dispatch planning computer program; which often does not take all factors into account when planning alternate airports and fuel loads.