elihoole/asrs-aviation-reports huggingface dataset:
Date: 201508
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Fuel Line; Fittings; & Connectors
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight; Aircraft In Service At Gate
Result: Aircraft Aircraft Damaged; General Flight Cancelled / Delayed; General Maintenance Action

Narrative: While doing an aircraft preflight walk around inspection during fueling operations; (had been fueling for about 1-2 minutes); I noticed that the aircraft was leaking a large amount of fuel onto the ramp from the right forward wing root. After I had the Fueler cease the fueling operations; he had mentioned that the same occurrence had taken place the day before. Maintenance came to the aircraft and took apart a panel. After letting the fuel drain; I observed the location of the fuel leak. It was coming from a blue rubber connector sleeve that connects the right main wing fuel tank line to the valve module. Upon closer inspection; a repair had been made with a gray epoxy. Upon tactile inspection; the epoxy was disintegrating and coming apart.Upon inspection of the aircraft's maintenance logbook; the same fuel leak had occurred the day before. The corrective action that Maintenance had written in the logbook was that the damaged part was replaced with a new part. After inspection of the leak and the patched connector; it was clear to see that the corrective action that was logged had not actually taken place. Rather; an insufficient patch with epoxy that was 'solvent' to oil based products was used to patch the damaged part.[Recommend]:1. Use proper maintenance procedures when fixing fuel critical components that adversely affect the safe operation of a Part 121 flight.2. Do not falsify aircraft Logbook entries.




Synopsis: During fueling operations; a First Officer notices a large amount of fuel leaking onto the ramp surface from the right forward wing root of a CRJ-900 aircraft. A blue rubber connector sleeve that connects the right main wing tank fuel line to a valve module had been patched with gray epoxy that was disintegrating. Corrective action in logbook for same problem the previous day; stated connector was replaced. Pilot concerned about false logbook entries.
Date: 201808
Local time of day: 0601-1200
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Light: Daylight
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
ATC / advisory: TRACON ZZZZ
Aircraft component: Navigational Equipment and Processing
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: During the arrival I changed the approach from ILS XL to RNAV XXR as indicated by ATIS. The FMS auto sequenced the arrival VIA and linked the approach to the arrival. After [the waypoint] we got an ECAM (Electronic Centralized Aircraft Monitor): L/G LGCIU 1 FAULT. I continued to monitor the autopilot and the FO (First Officer) ran the ECAM. This resulted in an additional ECAM: NAV GPWS FAULT; which was caused by the previous procedure. The FO was asking 'OK to clear' and while I was looking and deciding if it was OK to clear the aircraft turned toward the first fix of the approach. I was thinking about the NAV ECAM and looking at the SD (System Display) and missed this turn.ATC immediately told us to turn right to an easterly heading and informed us that we weren't cleared to the final approach course. We complied with all ATC instructions and was then vectored to the final approach course and cleared for the RNAV XXR approach.Once on the ground we were given a phone number to. I called and spoke with the controller and supervisor. They were professional; courteous and friendly. They said that due to construction the ILS XXR is not available and they have been using the RNAV instead. Since then; they have had numerous aircraft do the same thing that we did; in fact a wide body did it the previous day. They hadn't witnessed this occurrence with the ILS; only the RNAV. I told them about how we were trouble shooting an aircraft issue and missed the automation mistake. I also said that we hadn't informed ATC about our ECAM because we hadn't gotten there yet. I explained that most ILS approaches in the Airbus 320 don't connect to the arrival but the RNAVs do. I also mentioned that we don't do many RNAV approaches and my briefing emphasis was on the approach and not the arrival. When the first ECAM occurred I should have informed ATC that we needed an extended downwind thus giving us time to clean up the ECAMs.




Synopsis: A320 Captain reported a fault in the aircraft navigational system during the arrival.
Date: 202010
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Small Transport
Operator: Air Taxi
Operating under: Part 135
Mission: Cargo / Freight / Delivery
Flight phase: Parked
Reporter organization: Air Taxi
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction
Second reporter function: Captain
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: Pre-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: I neglected to notice that the Airworthiness Certificate was missing from the plane in the morning. It should be in a little pocket on the front of the pilot's door side pocket that's difficult to get the certificates out of it. And without pulling all the certificates out of the pocket; it's not possible to make sure that the 3 certificates are in there (registration; airworthiness; and radio license). Only the front one can be seen. And if we are constantly pulling all the certificates out that's a lot of extra wear and tear on the certificates. I happened to pull the certificates out of the pocket while waiting for the evening freight and discovered that the Airworthiness Certificate was missing. Dispatch figured out how to make it legal for me to get home. Perhaps have 3 pockets (or one wide pocket) on the door instead of just one small pocket so all 3 certificates can be seen without pulling them out of the pocket. That way they're easy to check without any wear and tear. Or make the pocket larger so that they are easier to pull out.


Second narrative: It was brought to my attention that the Airworthiness Certificate for Aircraft X was missing. At this time; it is not known when it was removed from the aircraft. I have recently flown the aircraft in question. To the best of my knowledge; the certificate was on board the aircraft. It was not my intention to operate the aircraft without the required documents on board.


Synopsis: Air Taxi Pilot reports aircraft airworthiness certificate missing.
Date: 201207
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Bonanza 35
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Initial Climb
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Ignition System
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Flight Instructor
Human factors: Distraction; Situational Awareness; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Returned To Departure Airport; Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Following takeoff on Runway 30; engine power decreased accompanied by vibration. Immediately checked fuel pump; mixture; fuel valve; and ignition. Ignition key had fallen out and [I] could not locate [it]. Requested return to land. Runway 24 was closed and unusable. Was instructed right downwind number 2 behind aircraft on 4 mile final Runway 30. Barely maintaining altitude; requested Runway 24 and was reminded Runway 24 NOTAMed closed. Runway 24 was only option for on-airport landing so declared emergency and informed Tower landing Runway 24. Landed without incident. Key was located on floor after landing and ignition switch was found to be in an intermediate position between off and left mag. Child in right front seat apparently and unintentionally kicked the ignition switch out of position. Ground runs to full power and engine check indicated all engine parameters and conditions normal.




Synopsis: A child in a BE-35's right seat accidentally turned the ignition key off and knocked it out. After loosing power the pilot declared an emergency and returned to land on a closed runway.
Date: 201411
Local time of day: 1201-1800
Location: DAL.Airport, TX
Flight conditions: IMC
Weather elements / visibility: Icing; Rain
Light: Daylight
Aircraft: Challenger 300
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B DAL
ATC / advisory: TRACON D10
Aircraft component: FMS/FMC
Component problem: Design; Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action
Contributing factors: Aircraft; Chart Or Publication; Procedure; Human Factors
Primary problem: Aircraft

Narrative: Upon receiving clearance from Dallas Clearance; the crew loaded the SID for the JPOOL6 Departure from DAL in the Collins FMS. The clearance given was 'cleared to [destination] via JPOOL6 ACT As Filed; Climb 4000 Expect 6000; Departure Freq 124.3 [and a squawk]'. The flight crew briefed the SID per the Jeppesen Chart prior to Takeoff from 31R. Dallas Love tower...cleared [us] for takeoff RW31R' without any additional heading or instruction. Upon takeoff climb; the autopilot was selected above 700ft AGL and began a left turn to intercept a course to TTT VOR. Upon noticing the error; the captain disconnected the autopilot simultaneously while being queried by Departure Control about the clearance. Departure then issued a heading of 150 degrees which was complied with immediately. Upon further examination on the ground [at our destination]; the FMS is not correctly loading the JPOOL6 departure and commanded an erroneous course to the autopilot and flight director upon selection.

Callback: The reporter advised he had programmed and flown the JPOOL SID on a number of previous occasions without problems. This was his first use since the latest chart and database revision. The crew had briefed the departure and were anticipating flying the initial charted headings '310 to 5.5 DME' thence 'hdg 010.' Instead TTT immediately became an active waypoint and when the autopilot was engaged it attempted to turn direct TTT.



Synopsis: A CL30 flight crew cleared to depart DAL on the JPOOL SID off Runway 31R was surprised when the autopilot attempted to turn left direct to TTT vice fly the charted 'headings for vectors' northeast of TTT.
Date: 202012
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Weather elements / visibility: Icing
Light: Daylight
Aircraft: MU-2
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Flight Crew Returned To Clearance; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Weather
Primary problem: Weather

Narrative: I was at FL240 enroute from ZZZ to ZZZ1 when the aircraft started picking up ice. There had been PIREP reports of ice between 14;000 to 18;000 and 22;000 to 24;000.  I requested to descend and was given 22;000 by ATC. I was still picking up significant ice at 22;000 and requested lower altitude. The ice was continuous and becoming moderate at 20;000 and the aircraft was accumulating a significant amount of ice. I had to keep descending and while trying to control the aircraft; I got into a left turn bank thereby deviating from the assigned heading. The ice piled on extremely quickly and it wasn't until I got around 15;000 that I finally got out of the ice and got back on course heading westbound. Although I was in significant ice; I believe my attention became too focused on the ice accumulation thereby distracting me from maintaining the heading and also assigned altitude.




Synopsis: MU-2 GA pilot reported a heading deviation after being distracted while dealing with ice accumulation.
Date: 201412
Location: ZZZ.Airport, US
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Operator: Air Carrier
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Training / Qualification; Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Contributing factors: Company Policy; Procedure; Human Factors
Primary problem: Procedure

Narrative: Customer service agent moved jetway without a guide person present and the person that was going to guide the jetway was reeling the p/c hose in place [and] almost got pinned under the jetway cause the jetway was moved without a guide person.




Synopsis: When the driver failed to utilize a ground guide while repositioning a jetway a ramp person narrowly avoided injury.
Date: 201706
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B747 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Tablet
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: FO was using company-provided temporary mounting tray (with large rubber strap on bottom of tray) to hold company-provided iPad. This aircraft requires the mounting tray to be placed on top of now-deactivated electronic flight bag (EFB) display mounted below FO's forward side window. As FO rotated aircraft during takeoff roll at Vr; nose wheel vibration caused the EFB display to flop over; allowing the iPad and metal mount to hang away from the EFB display and CONTACT THE CONTROL YOKE DURING ROTATION. To emphasize: The iPad assembly was restricting rearward motion of the control column during the rotation maneuver. FO had to immediately bat away the iPad and associated equipment with his right hand to continue the rotation maneuver. The iPad assembly would not remain up and away; but instead fell down again against the control yoke. FO continued to fly the aircraft with the left hand; and had to HOLD the iPad and assembly out of the way until the aircraft was established in proper takeoff attitude. Once the vibration of the spinning nose wheel had dissipated; the iPad assembly was able to remain upright on its own. After the takeoff and climb; FO removed the mounting bracket and repositioned it vertically; so that it could not impact the control yoke.




Synopsis: B747 First Officer reported that during the rotation maneuver at takeoff the iPad mounting bracket fell down and restricted movement of the yoke.
Date: 202007
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Situational Awareness; Time Pressure; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: The [Ramp Supervisor] failed to assign a Lead to the [early morning] departure. When it was realized by Area Supervisor a horde of leads from all different areas came running. Now 3 leads are there and they are all doing the same tasks over and over because there is mass confusion not knowing who the actual Lead is. While all of this is going on 5 members of Management (1 manager and 4 supervisors) watch in hopes of an on time departure. All 5 members of Management watched an inexperienced (with wide bodies) person pull the main gear chocks while not only was the push tractor not manned but nobody was anywhere near the front of the aircraft. It is amazing that safety isn't quite number 1 when on time departure is in jeopardy and that many supervisors all of a sudden forget the SOP of pulling main gear chocks.




Synopsis: Ramp worker reported SOP and safety were disregarded in the rush to get a flight out on time.
Date: 201807
Local time of day: 1801-2400
Location: JNU.Airport, AK
Flight conditions: VMC
Aircraft: Helicopter
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Flight phase: Descent
Airspace: Class D JNU
ATC / advisory: Tower JNU
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Contributing factors: Company Policy; Human Factors; Procedure
Primary problem: Human Factors

Narrative: I had a flight of three helicopters (Aircraft X) call up as inbound on a specific arrival to the Airport. The lead aircraft told me they had traffic in sight and would be behind that helicopter on the way in. Upon reaching their reporting point; Aircraft X requested to over-fly a taxiway in an opposite direction flow. I said unable; Ground needs the taxiway and they need to fly the flow they were on. They said they would stick to the correct flow. Aircraft X were on a high approach and decided to pass above the helicopter they were supposed to follow. They were less than 100 ft away from the other helicopter as they descended over the traffic they were supposed to follow. They had a similar situation I observed happen earlier today with another controller. Aircraft X did not want to slow; and descended over the other helicopter to prove a point. Aircraft X were issued a brasher warning on a mile final to their ramp and did not respond. This company refuses to respond to any pilot deviation and pretends not to hear the controller.The [company] helicopters should not be descending into other aircraft that they had in sight and were following. This has been an on-going issue. They are a safety hazard. They should respond to brasher warnings.




Synopsis: Tower Controller reported a flight of 3 helicopters intentionally overflew a preceding helicopter.
Date: 201203
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Light: Daylight
Aircraft: UAV - Unpiloted Aerial Vehicle
Operator: Government
Operating under: Part 91
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Aeroplane Flight Control
Component problem: Malfunctioning
Reporter organization: Government
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Commercial
Anomaly: Aircraft Equipment Problem Critical; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: My UAV was conducting assigned missions at FL200 in accordance with a Certificate of Authorization issued by the FAA. At a point in the mission the UAV descended to FL190 without an ATC clearance. At the time of this violation; we lost a control link (Return Link Lost) with the aircraft. As we were then unable to verify the aircraft's position or obtain critical flight information; the command link with the vehicle was disabled releasing it on its Emergency Mission profile in accordance with the approved emergency checklist. The vehicle than began squawking 7600 and entered autonomous flight preceding direct to the assigned emergency mission loiter point and descended to a preprogrammed altitude of FL190.

Callback: The reporter advised that the (remote) command link with the UAV was lost for several minutes. This command link allows the aircraft to be flown by a PIC approximately 1;000 miles away using satellite relayed commands. It was this link that was lost and the aircraft was then released to its pre-programmed emergency rendezvous point where it would then be picked up visually and landed by on site operators. In this case the command link was regained after several minutes and the aircraft flown directly by the PIC to a point where it could be visually acquired by the on site crew and was landed safely. Maintenance investigation is then required to ascertain the reason for the lost link before the aircraft is again released for flight operations.



Synopsis: A government UAV lost the command link to its flight crew. Remote guidance was disabled and the vehicle was released to autonomous control for the balance of its flight.