elihoole/asrs-aviation-reports huggingface dataset:
Date: 201304
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dawn
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Takeoff / Launch
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Observer
When detected: Taxi
Result: Flight Crew Returned To Gate; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On my initial Captain flight; we were cleared for takeoff prior to the hold short line. I powered up to 40% and; just passing the hold short line; the pilot in the aircraft behind us reported flames coming out of our engine. I stopped prior to runway centerline and shut down both engines. I asked the pilot behind us to confirm which engine and if the flames were still present. He said engine Number 1 and no flames were present at this time. I asked Tower to dispatch the fire trucks and invited a deadheading Captain to join us in the cockpit for his advice and experience. I started the APU. The fire chief inspected our engine and said there was no fire. We consulted the QRH for tailpipe fire. I started engine number two and we taxied to the gate while the fire crew followed us to monitor the condition of the engine. We stopped prior to the Safety Zone at the gate and had Maintenance inspect the engine. Maintenance reported a good engine. We continued to the gate and deplaned the passengers. The plane was taken out of service.  Check for pooling oil.




Synopsis: B737-700 Captain is informed as he takes the runway; by the pilot behind him that flames were coming out of the engine. Both engines are shut down with no more flames reported and the APU is started. After inspection by the fire crew the good engine is started and the aircraft is taxied back to the gate.
Date: 201810
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dawn
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Pneumatic System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Commercial
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Gate; Flight Crew Rejected Takeoff; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: BLD 1 Leak. Take Off Roll. Aborted Take Off. Stopped on Runway. [Used] Checklists; [then] returned to gate.


Second narrative: BLD 1 Leak at about 80 knots; Captain aborted takeoff. Full stop on runway and ran the Aborted Takeoff [Checklist] followed by First Officer calling ATC and telling passengers to remain seated. Captain taxied off runway and we ran the After Landing [Checklist]. We then proceeded to the gate while waiting for operations; and Maintenance. The threat was the BLD 1 Leak.


Synopsis: EMB-145 flight crew reported bleed air leak; resulting in a rejected takeoff.
Date: 201503
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Fog; Rain; 1.5
Light: Daylight
Aircraft: SA-227 AC Metro III
Operator: Air Carrier
Operating under: Part 135
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Hydraulic System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On the arrival route the two 'L+R Hydraulic Pressure' annunciation lights illuminated. For the duration of the flight they went on/off intermittently while during the last 5 minutes of the flight finally went to solid 'on'. The hydraulic pressure was zero. I notified Approach control of the emergency condition. I shot the ILS via vectors. I emergency extended the landing gear per the Quick Reference Handbook without incident. I received 'Three Green Indication' upon doing so. I landed without further incident.




Synopsis: SA227 Captain experiences loss of both hydraulic systems during descent for landing. An emergency condition is encountered and the gear is extended via the QRH; resulting in three green indications. An ILS approach and landing ensues.
Date: 201507
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: HS 125 Series 700
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Normal Brake System
Component problem: Failed
Reporter organization: Air Taxi
Reporter function: Check Pilot; Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Situational Awareness; Time Pressure; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Excursion Runway; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action; General Evacuated
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Exit the hold for the ILS RWY XY circle to land RWY XX. At 1700 FT MSL the PF started his circle to runway XX; at that time I retarded the left engine power lever to simulate a single engine landing. On the downwind leg flaps where set at 10 and the landing gear was down; air speed was about REF and 25. As we turned base the PF called for flaps 25 and I completed the before landing checklist. As we turned final the aircraft was a little high and still VREF +about 20; I suggest flaps to 45 to help to slow our air speed and get us down; the PF agreed so I selected flaps 45 and watch as the went into position; I saw the airspeed start to decrease; we were still a little high but the Hawker with one engine at idle; full flaps and the power on the good engine being decreased for landing will normally bleed off excess speed very fast. At that time I felt that we could still touchdown on the first third of the runway. As we got closer to the touchdown point the aircraft began to float and the pilot flying decided to get the plane on the ground. I believe we started floating around the intersection of taxiway C and runway XX. When we touchdown we encountered a severe nose wheel shimmy or shaking at that time I put full nose forward pressure on the yolk. The pilot flying said he was having a hard time with rudder control and the brakes. I tried to help by applying brakes on my side of the aircraft; with no change in deceleration I applied the emergency brake handle. It did help and we began to decelerate but we were running out of runway so the Pilot flying turned the aircraft to the left to avoid the runway end lights. The aircraft came to rest about 200 FT off the end of the runway in the grass. I let the tower know everyone was ok; ran the after landing checklist; shutdown checklist (just by habit). I then phone our operations hotlines to let them know what happen. As we waited for support we installed the gear pins.




Synopsis: A Hawker 700 landed with a simulated engine out and did not respond to normal braking. The aircraft did respond to emergency brakes; but ran off the runway's end where the aircraft was shut down and exited.
Date: 201505
Local time of day: 0601-1200
Location: ZLC.ARTCC, UT
Flight conditions: IMC
Weather elements / visibility: Icing; 10
Light: Daylight
Aircraft: Citationjet (C525/C526) - CJ I / II / III / IV
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Descent
Airspace: Class A ZLC
ATC / advisory: Center ZLC
Aircraft component: GPS & Other Satellite Navigation
Reporter organization: Corporate
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Less Severe; 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; Flight Crew Became Reoriented
Contributing factors: Environment - Non Weather Related; ATC Equipment / Nav Facility / Buildings; Procedure
Primary problem: Environment - Non Weather Related

Narrative: Approaching Salt Lake (SLC) we were planning on an RNAV arrival. As we started our descent we were given the; non RNAV; JAMMN 4 arrival and told that the GPS signal was being jammed. Shortly after we lost both GPS systems.We continued the descent using our back up DME/DME system and cross checking our position using VORs. The descent and arrival was uneventful other than the loss of all GPS capability.On landing I checked the NOTAMs again and also checked our [filed online] flight plan to see if it was indicating we should have had GPS RAIM (Receiver Autonomous Integrity Monitoring). There were no NOTAMs we could find and no indication of proposed GPS signal loss.  We are wondering why jamming is taking place with no NOTAMs filed? While the flight was uneventful; in our opinion it should be NOTAMed anytime the GPS system will be out of service. All other flights around us were also reporting the loss of all GPS.




Synopsis: C525 is informed by ATC prior to descent into SLC that GPS jamming is occurring and a non RNAV arrival is assigned. After landing the NOTAMs are checked and none can be found for the jamming event.
Date: 202006
Local time of day: 1201-1800
Location: SIF.Airport, NC
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Final Approach
Airspace: Class E ZDC
ATC / advisory: UNICOM SIF
Second aircraft: Small Aircraft; Low Wing; 2 Eng; Retractable Gear
Reporter organization: Personal
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Flight Instructor
Human factors: Communication Breakdown; Troubleshooting
Anomaly: Conflict NMAC
Detector: Person Dispatch
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Aircraft X was on IFR flight plan for practice approaches. Upon reaching Shiloh; Rockingham airport the aircraft was cleared for the RNAV 31 approach after flying the course reversal and cleared to change to advisory frequency. After crossing VERMS; a traffic call was made and Aircraft X descended to 2;400 ft. and leveled off; waiting to cross the FAF before continuing a descent to 1;400 ft. Between this leg traffic behind Aircraft X was noticed by the instructor. About 500 ft. above but continuing on a course to overtake us on final approach. Aircraft X made another traffic call notifying all aircraft on the CTAF that a practice RNAV 31 was being flown with the assumption that the aircraft behind us may also be coming in to land at Shiloh. No other transmissions were heard. Upon reaching KLUTE (the final approach fix on the approach) the student configured the aircraft to land; however the descent was not made because it was evident the aircraft following in trail (Aircraft Y); now at the same altitude and about 1 mile behind; very close behind in what appeared to be an overtake of Aircraft X. after continuing a bit longer on the approach; traffic advisory was received on our TIS saying traffic behind 300 ft. below. We continued to hold altitude in order to ensure our own safety as the aircraft behind and now below; made a traffic call saying they were on an RNAV 31 approach. Aircraft X stated we were also on the same approach; to which Aircraft Y responded not to descend since they were below us and to wait until we had a visual on them. Aircraft X maintained altitude and upon seeing Aircraft Y in front and now below continued the descent to minimums about .5 nm from PEWFEW the descent was continued. Obviously; being the aircraft in front and initially lower on the approach we also had the right of way which was not respected by Aircraft Y. Giving up right of way and holding altitude was a decision that was made for safety and to avoid any further kind of collision hazard. It is difficult to say how close the aircraft below Aircraft X was since they were behind and then below; but the traffic advisory was 300 ft. Upon completion of the approach and execution of the missed; Greensboro approach was notified of the incident and some information of the event was provided.




Synopsis: PA-28 flight Instructor reported an NMAC event during landing practice.
Date: 202012
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Ferry / Re-Positioning
Flight phase: Takeoff / Launch
Airspace: Class E Y; Class G Y
ATC / advisory: CTAF ZZZ
Reporter organization: FBO
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Commercial
Human factors: Situational Awareness; Training / Qualification; Time Pressure
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: Other after mission
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: Due to the COVID pandemic; I have not been able to fly as much but had ample time in full motion jet simulators within the preceding month. That day I was working at the airport when I was contacted to help move planes around in the area for a business because their main pilot did not show up. I was told I was to be flown to an airport and to pick up a plane from a local airport and to fly to another airport. I got to the airplane and was able to fly the airplane to ZZZ. Upon arrival at the airport; the person I was following then asked for a ride back to the origin airport on the plane I was in. I accepted and flew without incident to the airport and made a safe landing. Upon landing; I realized that I had not been passenger current for single-engine aircraft. I would not say there was a lack of proficiency; just a lack of currency. I have been in and out of simulators for jets and had no worries that I could not fly and land the aircraft safely. I was just not able to fly as often as I'd like. I think some of the main causes of this was the fact that this was sprung on me with little warning and no clear plan and I had not flown with this group of people before. It was a major complacency incident on my part and lack of proper flight planning.




Synopsis: GA pilot reported flying with a passenger while not being passenger current for single-engine aircraft.
Date: 201911
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
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: Oxygen System/Crew
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Approximately 2 hours into the flight; the FO (First Officer) noticed that our oxygen pressure was below 400 psi. I conferenced Dispatch and [Maintenance] and decided to [advise ATC] and divert to ZZZ. By the time we landed it had dropped to 250 psi. Maintenance there found a leaking valve on the bottle head. The pressure on preflight was above 600 which was well above the temperature corrected limit of 470 for 2 pilots. The FO noted just before takeoff that the pressure was unchanged. I had checked inbound write ups and the current [Maintenance Release] but didn't notice in the log history that the oxygen had recently been serviced or I would have queried Maintenance in ZZZ1 prior to departure.


Second narrative: We received our paperwork about 30-40 minutes prior to push and had to hurry up and download everything. Captain called several times for the flight plan. We got to the aircraft. I did the safety checks and noticed the oxygen pressure was 600 psi. I said something to the Captain. We both looked up the minimum for the temperature outside and came up with 470 so we said we are good to go. We pressed and were rushed a little because we got to the aircraft a little late; due to traffic and security and received our flight plan very late.Just prior to takeoff we checked the oxygen and it was still at 600 psi. About 2 hours into the flight the Captain went back for a bathroom break and I looked up and noticed the pressure was down to 300 psi. I said something to the Captain at that point [and] we tried making contact with Dispatch and [Maintenance]. After what seemed like a very long time; we sent another message to Dispatch. Still no call from Dispatch; [but] finally the Captain was able to find a frequency and got a patch through to Dispatch. [Maintenance] just told us to write it up when we got to ZZZ. We told him the oxygen will be depleted by time we got there. Maybe we can fly below 10;000 without oxygen but if we have smoke and fumes in the aircraft; we need oxygen. Captain tried explaining there is a problem and we need to divert. [Maintenance] said ok; we will have [Maintenance] standing by for you.


Synopsis: B737 flight crew reported that the oxygen pressure on the crew oxygen bottle decreased rapidly in flight; resulting in a diversion.
Date: 201605
Local time of day: 0601-1200
Location: ZLA.ARTCC, CA
Flight conditions: VMC
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZLA
ATC / advisory: Center ZLA
Second aircraft: B747 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: General Physical Injury / Incapacitation
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Ambiguous

Narrative: We were just about to start our descent into LAS. I believe we were at FL340. We heard ATC report that we had traffic (a B777) at 12:00; 1000 ft below us. We responded that we were looking. What we saw was a Boeing 747; 1000 ft above us and off to our left by a mile or so. Rides at this time were smooth and the Flight Attendants were up; however; I had the seatbelt sign on with the passengers in their seats. Approximately two to three minutes later; we ran into what felt to us as moderate turbulence with a roll both left and right. In my opinion it was wake turbulence. As soon as we were out of it (only a few seconds); I called back to check on the Flight Attendants. They said they were okay. We continued our approach and made a normal landing in LAS. After we got to the gate the C Flight Attendant came up and told me she had hit her back on the counter of the aft galley. She said she was okay but had some bruising below her shoulder blade.




Synopsis: B737-800 Captain reported encountering wake turbulence from a B747 in the LAS area that resulted in minor injuries to a Flight Attendant.
Date: 201408
Location: ZZZ.Airport, US
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight phase: Taxi
Aircraft component: Nose Gear
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Communication Breakdown
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
When detected: Other Tow Operation
Result: General Maintenance Action
Contributing factors: Human Factors; Equipment / Tooling; Aircraft
Primary problem: Equipment / Tooling

Narrative: We were dispatched to move a CRJ-700 aircraft. As we were going the taxiway; [over] the first hump; I looked back and saw that the plane's front main shifted to the right while in the cradle. This is not the first time this happened. I reported a few months back [that the] same thing happened with other CRJ-700 aircraft; where the tires were cut. Our ground support equipment department tell us there's nothing they can do. My fear that one day as we are towing other CRJ-700s that it will disconnect from the Super Tugs; [causing] injury or killing someone.

Callback: Reporter stated he has many years of experience towing EMB-145s; 170s and CRJ-700 regional aircraft using their Super Tugs for over two years. The tug has a cradle system that is shaped like a horseshoe that is part of the Super Tug Frame Assembly. The tug is backed up to the nose gear tires; a lever is moved and the on-board computerized electric hydraulic cradle system automatically captures and clamps the nose gear using sensors as guides without anyone touching the equipment. The hydraulic unit is located approximately centerline and at the forward end of the cradle system.Reporter stated he has informed company management about the problem of only CRJ-700 nose gears suddenly shifting inside the nose gear cradle while towing. Somehow a gap seems to open inside the cradle; allowing the nose gear to shift. That gap contributed to a recent incident where the driver was turning left and the nose gear shifted right; striking the center hydraulic unit and cutting the nose tires. He had an incident where the nose gear slammed into the hydraulic unit. If the hydraulic unit had not been located at centerline; the nose gear would most likely have jumped out of the cradle and slammed into the cab where he was driving. His company management agrees a problem exists and removes the tug from service and requests maintenance to look at the problem. Maintenance says there is nothing wrong with the equipment; that the problem is operator error and releases the Super Tug back into service where the same problem reoccurs.



Synopsis: A ramp employee describes his efforts to address an unsafe condition that occurs while towing CRJ-700 aircraft using Super Tugs that have an automated electric-hydraulic nose gear cradle system. CRJ-700 nose gears have shifted sideways inside the cradle during turning motions causing nose tires to be cut after striking the cradle hydraulic unit. Other times the nose gear will slam forward into the hydraulic unit.