elihoole/asrs-aviation-reports huggingface dataset:
Date: 201901
Local time of day: 1201-1800
Location: ZZZ.Tower, US
Flight conditions: VMC
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Landing Gear
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; Flight Crew Returned To Gate; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After takeoff the First Officer retracted the landing gear after the positive rate gear up call was made. The landing gear lights (both red and green) were illuminated on the center forward panel. We elected to stay in close proximity to [departure airport] and troubleshoot the problem. The Captain was Pilot Flying and the FO (First Officer) ran the checklist for GEAR DISAGREE.We requested holding and completed the checklist while in the holding pattern. After the completion of the checklist we determined that the gear remained in the down and locked position. The overhead Landing Gear Indicator lights were all illuminated green.At 6;000 feet in the holding pattern - We attempted to contact ARINC; but due to the low altitude communications were difficult to establish with Dispatch and [Maintenance]. We climbed to 11;000 feet and reestablished contact with [Maintenance] and Dispatch. We discussed the situation with [Maintenance] and followed guidance to check the floor plate door for the alternate gear extension. The door was properly seated and closed. Maintenance advised us to attempt a retraction of the gear and we both discussed the situation and elected to leave the gear in the down and locked position. Furthermore; we burned up close to 4;000 LBS of fuel and could not continue to [destination] without a fuel stop along the route. Additionally; we notified Dispatch that we were going to return to [departure airport] with an overweight landing aircraft. We advised Dispatch of the overweight condition and obtained performance for our takeoff weight of 154.0 and actual landing weight of 148.0. At [flaps 30] our performance was acceptable for [the planned runway]. ATC vectored us out of the holding pattern for an ILS. An uneventful landing was achieved followed by a termination checklist at the gate. Maintenance was alerted to the two write ups dealing with the gear disagree lights and the overweight landing.




Synopsis: B737NG Captain reported returning to departure airport after experiencing a landing gear anomaly.
Date: 201207
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Light: Daylight
Aircraft: A319
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: Hydraulic System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On taxi out we got an auto fuel feed fault. Maintenance put on MEL. At cruise alt we got many brake; auto brake fault; brake release; and wheel nose wheel steering fault. These intermittent faults then became HYD G LO PR (Hydraulic Green Low Pressure) fault. Followed QRH procedures and informed Dispatcher of our situation. Dispatcher directed us to return. [We] declared emergency with approach for equipment to stand by. Dispatch coordinated with Maintenance for tug and Maintenance to meet the aircraft. [We] landed with flight controls showing amber; nose wheel steering inoperative. Stopped on runway and aircraft was towed to gate. Flight attendants were briefed I expected a normal landing along with passenger brief on emergency equipment following aircraft. When stopped released emergency vehicles after speaking with ground personnel.




Synopsis: A319 Captain experiences a Green Hydraulic System failure at FL350 preceded by brake faults and nose wheel steering faults. An emergency is declared and the flight returns to the departure airport.
Date: 201305
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operating under: Other 105
Mission: Skydiving
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Other / Unknown
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Landed in Emergency Condition; Flight Crew Regained Aircraft Control; General Declared Emergency
Contributing factors: Human Factors; Aircraft; Procedure
Primary problem: Human Factors

Narrative: [It took us 16 minutes to] climb to 8;500 feet MSL with 10 degrees of flaps for a tandem skydive. From a level attitude at 80 knots the parachute instructor checked his equipment and exited the aircraft. Immediately following his exit the aircraft went into a nose high attitude then settled into a nose low descending turn to the right. I asked another instructor onboard what happened to which his reply was your tail is messed up. I declared an emergency with Approach and started heading for the Airport approximately 8 miles away. I landed the aircraft in a flat attitude and taxied to the ramp area to shutdown the engine. After speaking with the first instructor that exited the aircraft we believe the drogue chute was caught on and damaged the horizontal stabilizer after being deployed early because of it being trapped beneath the flap lever. My personal experience will lead me to not use 10 degrees of flaps throughout the climb but retract them after takeoff at a safe altitude.




Synopsis: C182 pilot reports momentary loss of control when a parachute instructor and his tandem student exit the aircraft; apparently due to the drogue chute catching on the horizontal stabilizer.
Date: 202112
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZZ
ATC / advisory: Center ZZZZ
Aircraft component: Pressurization Control System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Time Pressure; Communication Breakdown; Situational Awareness; Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Critical; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Procedure; Aircraft; Incorrect / Not Installed / Unavailable Part; MEL
Primary problem: Aircraft

Narrative: Leaving ZZZ to ZZZZ; the logbook had a deferred MEL 21-26 (Remote Cabin Sensor); also 2 other MELS and more NEFs (Non-Essential Equipment Furnishing).  About 7+hr; smooth air; we suddenly got a momentary red 'Cabin Altitude'; that immediately went away.  Cabin altitude was steady (5;600 ft for FL350); and no pressure change felt in ears.  Following warning; ALL the cabin O2 masks deployed; with advisories. All checklists were accomplished. PAs made. With clearance; we descended to FL140 initially; determined FAs couldn't cover used masks with walk around bottles; then continued descent to FL100 (10;000 ft). Contacted dispatch; and still had enough fuel to make ZZZZ; rather than divert to ZZZZ1.  All passengers were fine. Possible problem developing from the placarded/deferred Remote Cabin Sensor; which may have given a false cabin pressure reading; or another related sensor having problems.  Spiked reading triggered mask drop. Encourage maintenance to preemptively fix rolling MEL items; and not fly ETOPS aircraft over water that have several MELs deferred.




Synopsis: Captain reported a malfunctioning Remote Cabin Sensor already on MEL failed and caused erroneous cabin altitude readings. This caused the passenger O2 masks to deploy and required an immediate descent. The Crew continued to a destination airport.
Date: 201808
Local time of day: 1201-1800
Location: ZKC.ARTCC, KS
Flight conditions: VMC
Weather elements / visibility: 20
Light: Daylight
Aircraft: Cessna 340/340A
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class A ZKC
ATC / advisory: Center ZKC
Aircraft component: Pressurization Control System
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Captain; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Was enroute at 23;000 ft MSL over Kansas when I started to feel strange. I looked at the pressure differential and it was I think at cabin pressure of 10;000 ft. I was at 23;000 ft for a little over an hour when the controller thought I was getting hypoxic and had me descend to 10;000 feet MSL. In the descent I put on supplemental oxygen from an oxygen tank on board with a mask. At 10;000 feet I felt normal again and continued the flight at 10;000 ft. I have never been to altitude chamber that was recommended to me but now I agree that was a terrific suggestion. I checked the pressurization system and it is not working correctly and am getting it repaired. I think the controller was well trained to realize hypoxia conditions and was correct in having me descend to a level that doesn't require supplemental oxygen. I now know what hypoxic conditions fell like and will be more aware on other flights.




Synopsis: C340 pilot reported a pressurization failure resulting in a hypoxic condition.
Date: 201510
Local time of day: 0001-0600
Location: BTV.Airport, VT
Aircraft: Challenger CL600
Flight phase: Takeoff / Launch
ATC / advisory: Tower BTV
Reporter organization: Fractional
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Time Pressure; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Other takeoff roll
Result: Flight Crew Rejected Takeoff; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We discovered our flaps were not set correctly as we transferred controls for takeoff. Since I had already began to advance thrust; we also received a takeoff configuration alert from the aircraft. The Captain immediately aborted the roll and we notified ATC and exited the runway. Since the thrust was in the beginning of the travel; the aircraft was only moving less than 5 KTS or so. The Captain made an announcement to the passengers and we re-accomplished the check list from the 'after start' point. We were able to continue on with minimal delay.Right after pushback; during the flow for after start checklist; and performance checklist; ATC advised us of wheels up time and taxi instructions around another aircraft nearby. We reviewed the new taxi instructions picked up where we left off and advised 'ready to taxi'. Since it was dark and the instructions required a brief taxi on a crossing runway; we were both heads up and concentrating on the taxi. As we approached the end of the takeoff runway; while running the before takeoff checklist; we were again interrupted by ATC with instructions. Shortly afterward; we discovered the flaps were misconfigured; almost immediately we received the takeoff configuration and took appropriate action. I feel the combination of interruptions during checklist; unfamiliar taxi instructions in darkness and a relatively short wheels up time lead to the distractions at key checkpoints where we would normally trap this particular threat.I am reminded to start the checklist over when interrupted and not let a short wheels up time bias or distract us from making sure we are actually seeing and stating the configuration required for any phase of the operation. In addition to the radio interruptions during checklist; we were dealing with darkness and terrain in the area. Discontinuing; exiting and re-running the checklist and getting a new wheels up time was the best course of action to correct this undesired state.




Synopsis: CL600 FO reported beginning takeoff roll with flaps not properly set. Multiple distractions were cited as contributing.
Date: 201709
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Hydraulic Main System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Departing from ZZZ; we had a complete failure of the System A hydraulics after the retraction of the gear and the flaps to up; System A Engine and Electric Hydraulic Pump Low Pressure light. We noticed there was no pressure or quantity. We accomplished the QRH Checklist. We checked weather; weight and performance; contacted Company; Flight Attendants; Passengers and ATC. Returned for landing where we stopped on Runway XXR. Airport operations and Fire Department checked the aircraft before being towed to A6 by our Company.




Synopsis: B737 First Officer reported the complete failure of system A hydraulics after retraction of the gear and flaps. They returned to the departure airport.
Date: 201903
Local time of day: 1801-2400
Location: ZOB.ARTCC, OH
Aircraft: Helicopter
Flight plan: IFR
Flight phase: Cruise
Airspace: Class E ZOB
ATC / advisory: Center ZOB
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was the radar controller working the MGW sector. Aircraft X was en-route at 3;000 feet. The MIA after AIR VOR changes from 3;000 to 3;400 feet a few miles before the CKB approach boundary. I coordinated twice with CKB approach to ensure that Aircraft X could stay at 3;000 feet. CKB approach confirmed this twice. I am still unsure however if I did anything wrong letting Aircraft X fly 400 feet below the MIA for 2-3 miles.I probably should have just climbed Aircraft X to 3;400 feet; just to be safe.




Synopsis: ZOB Center Controller reported an aircraft was 400 feet below the MIA and wasn't sure if he did anything wrong by leaving the aircraft at that altitude.
Date: 201905
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Cessna 210 Centurion / Turbo Centurion 210C; 210D
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Takeoff / Launch
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Private
Human factors: Situational Awareness
Second reporter function: Airport Personnel
Anomaly: Conflict Ground Conflict; Critical; Ground Event / Encounter Person / Animal / Bird
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: On my takeoff roll on Runway XX; while I was about 1/4 the way down the runway; doing >40 knots and accelerating; several (2 or 3) skydivers passed from right to left over the runway less than 100 feet above me; doing their final approach to the landing area on the left side of Runway XX at mid-field. Effectively they were starting their flare to landing. A bit later and I could have easily been airborne at the time they passed over the runway. I consider this a runway incursion as they skydivers are prohibited from passing over the runway (I think at any altitude). Collision with a skydiver in my aircraft could easily result in multiple fatalities.


Second narrative: Pilot of aircraft reported via email to Airport Manager that during takeoff roll; 2-3 parachutist crossed the runway at mid-field at less than 100 feet AGL with several others crossing the runway at a higher altitude. Pilot of aircraft also stated in email complaint to airport manager that after returning to airport and putting aircraft in hangar; pilot witnessed another group of skydivers crossing the runway at low altitudes. Operator agreement with airport sponsor via Standard Operating Procedures states that runway crossings will not be performed below 1;000 feet AGL. Pilot expressed serious safety concerns with the incident. This certainly classifies as a Category C runway incursion; but could have quickly escalated to a Category B incursion. For the record; once a complaint or notification of an incursion is reported to the Airport Manager and verified; it is a requirement of the Airport Manager's position to report a runway incursion.


Synopsis: Pilot and Airport Manager reported a runway incursion involving skydivers in close proximity to the runway while aircraft departed.
Date: 201210
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Light: Night
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Training / Qualification
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: B757 single pack operation (RIGHT ENG PRSOV; MEL 36-01). Shortly after Top of Descent (TOD); descending out of FL350; loss of remaining pack; Left 'PACK INOP' followed by 'PACK OFF.' Temporary loss of cabin pressurization followed QRH procedure landed safely.




Synopsis: A B757 with the Left PACK MEL'ed had a temporary loss of cabin pressurization as the descent out of FL350 commenced after the EICAS alerted RIGHT PACK INOP and RIGHT PACK OFF and while the QRH procedure was completed.
Date: 201708
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: UAV - Unpiloted Aerial Vehicle
Operator: Personal
Operating under: Other 107
Flight plan: VFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
Reporter organization: Personal
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Flight Engineer; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion; Situational Awareness; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors; ATC Equipment / Nav Facility / Buildings; Procedure
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: I registered a 'toy' drone/UAS that you'd buy at Walmart for 30$ in 2015. I paid a fee and registered before I flew it. Then I bought a Phantom 4 Pro (1600$) and tried to register it (recreational); but it wouldn't let me add another make and model; so I figured that would satisfy 107.13. Since then I have registered it as a commercial UAS.I didn't realize that under part 107 that ATC authorization was required to fly UAS recreational in Class E to the surface. In manned aircraft (which I have significant experience) this is not required; so I'm still a little confused.




Synopsis: UAS pilot previously registered a toy UAS as per FAR 107; but the FAA website did not allow him to register a newly purchased Phantom 4 Pro. The UAS was flown then subsequently registered as a commercial UAS.
Date: 201401
Local time of day: 1201-1800
Location: BWI.Airport, MD
Flight conditions: VMC
Weather elements / visibility: 10
Light: Dusk
Aircraft: Super King Air 300
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Initial Approach
Airspace: Class B BWI
ATC / advisory: Tower BWI
Reporter organization: Corporate
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Air Traffic Control; Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We had announced airfield in sight and were cleared for the visual and frequency changed to Tower. When descending down to traffic pattern altitude the Tower advised they were detecting an altitude alert. The crew maintained visual clearance of all obstacles but initiated the climb to higher altitude (2;000 MSL) to remedy the alert. We later discussed maintaining last assigned altitude until closer to the airport on subsequent flights to preclude altitude alerts.




Synopsis: A BE300 flight crew; cleared for a visual approach to BWI descended prematurely triggering a low altitude alert from the Tower. The flight crew climbed to a safer altitude and completed their approach and landing.