elihoole/asrs-aviation-reports huggingface dataset:
Date: 201411
Local time of day: 1801-2400
Location: ZID.ARTCC, IN
Light: Night
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Flight plan: IFR
Flight phase: Descent
Airspace: Class A ZID
ATC / advisory: Center ZID
Second aircraft: Large Transport
Reporter organization: Government
Reporter function: Enroute; Trainee
Reporter qualification: Air Traffic Control Developmental
Human factors: Confusion; Distraction; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; 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 Separated Traffic; Flight Crew Returned To Clearance
Contributing factors: Procedure
Primary problem: Procedure

Narrative: Aircraft X was at FL350; landing LEX.  Aircraft Y was handed off to me from Sector 95 at FL360.  I descended Aircraft X to FL240.  When Aircraft X was observed leaving FL350; I descended Aircraft Y to FL350.  The 2 aircraft went into conflict alert about 10 seconds later.  Aircraft Y said he had an RA and was climbing. I called the traffic to Aircraft Y and within 15 seconds Aircraft Y said the RA was over and he was returning to FL350.The only recommendation I can think of is to make sure the aircraft are using the same rate of descent.  The aircraft involved were comparable in descent profiles but Aircraft X obviously was not maintaining normal rate of descent.  With that being said; the rule in Chapter 5 of the 7110.65 was applied correctly.




Synopsis: ZID Developmental uses the altitude leaving rule and ends up having a loss of separation.
Date: 201701
Local time of day: 1201-1800
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Light: Daylight
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZZ
Aircraft component: Oxygen System/Crew
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Workload; Troubleshooting; Distraction; Confusion
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft; Chart Or Publication; Procedure
Primary problem: Aircraft

Narrative: At FL340 during cruise. During a lavatory break for the CA I donned my O2 mask and it operated normally. Upon the CA's return to the flight deck I removed my mask at which time the hose failed and disconnected from the base of the mask. The hose flailed about due to the great amount of air now escaping unrestricted. After some confusion as to what happened and effort to secure the hose; I was able to close the O2 stowage door and turn off the escaping O2. The CA and I contacted dispatch and Maintenance seeking info on swapping the damaged mask with the extra observer's [mask] available in the cockpit. We successfully swapped out the masks and continued the flight. In continued conversation with Maintenance we were informed of an Airworthiness Directive (AD) on the flight crew O2 mask on the B777. We investigated the CA's mask and hose discovering that his rubber connector between the hose and mask was oxidized and cracked. We assume the FOs was more than likely in a similar state and failed when I removed the mask from my face. The rest of the flight was uneventful and we debriefed Maintenance on arrival. The FO was on break during this episode.Most concerning to the CA and I was the possibility for both masks to have experienced the same kind of failure if the masks had been used in a decompression scenario. Neither of us were aware of the AD concerning flight crew O2 masks. We feel this information on possible damaged/compromised mask hoses should be disseminated widely and crews should be made aware of this possibility; including information for mask connections to be inspected closely. The CA and I responded quickly preventing the loss of significant O2 quantity. But the possibility for a much more serious situation still exists for all crews on the B777.




Synopsis: B777 First Officer reported the oxygen mask hose separated along a crack at the mask base while removing the mask from his face. The oxygen mask door was closed to stop the flow.
Date: 201403
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Light: Daylight
Aircraft: Gulfstream G200 (IAI 1126 Galaxy)
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Circuit Breaker / Fuse / Thermocouple
Component problem: Design
Reporter organization: Fractional
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Aircraft

Narrative: While on a Part 91K transcon flight; my partner for this tour and I were reviewing aircraft systems for an upcoming Recurrent Training event.  While reading the QRH procedure for the 'Emer Bus Fail;' we noticed that the three Circuit Breakers (C/B) referenced in the procedure were almost flush with the Overhead Panel (L/Main; Batt; R/Main) C/Bs.  The procedure requires the pulling of one or several of these circuit breakers. The relative height of these breakers will make it extremely difficult to pull them out bare-handed without using a tool to comply with the procedure as outlined in the QRH.  Also of note is that the training material supplied by Operator and Flight Training Contractor (cockpit poster) shows that these three circuit breakers are 60 amps; yet the circuit breakers on the Operator's Gulfstream-200s are 75 amps.  [Recommend] replacing the Circuit Breakers with one that would provide better grip and leverage to allow flight crews to be able to accomplish this procedure.




Synopsis: A First Officer reports about the difficulty flight crews will have pulling (opening) three Circuit Breakers (C/B) for the L/Main; Battery and R/Main that are referenced in their QRH procedures for a Gulfstream-200 aircraft. The three C/Bs were almost flush with the Overhead Panel and were not the same amperage capacity noted in their Flight Training Material.
Date: 201306
Local time of day: 0601-1200
Flight conditions: VMC
Weather elements / visibility: 15
Light: Daylight
Aircraft: PA-18/19 Super Cub
Operator: Other Banner Towing Operation
Operating under: Part 91
Flight plan: None
Mission: Other Towing a Banner
Flight phase: Cruise
Aircraft component: Engine
Component problem: Failed
Reporter organization: Other Banner Towing Operation
Reporter function: Pilot Flying; Single Pilot; Captain
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Time Pressure; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Illness / Injury
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was flying a PA-18 (Super Cub) towing a banner along the shoreline on an eastbound heading. The altimeter was indicating between 550 and 560 feet.  Weather conditions in the area were complete VFR; no rain; no haze; no thunderstorm; it was clear.  I departed with 66 gallons of Avgas on board.  An hour and fifteen minutes after takeoff the engine experienced complete power loss. At this altitude I decided to release the banner in a safe area where no people could get harmed; add full power [with no success] and head my plane to the sand part of the beach.  This decision was made due to the fact that the public beach ahead was full of people at that time.  As soon as I completed my turn; I saw a guy walking along the beach; this obligated me to further increase my turn in order to protect this person's life; while the plane continued to descend.  Once the plane touched the water and the reef I felt the plane getting stuck on the rocks and it flipped.  It was a totally controlled touchdown.  Once the plane stopped moving I grabbed my seat belt and released it.  I pushed myself out of the plane and headed to the beach walking on my own. As I turned my head back to look at the plane I saw oil in the water and fuel was coming out of the plane's tank.  From this moment and on; the events were related to medical intervention from paramedics.




Synopsis: When the engine failed on the PA-18 while banner towing over a populated seashore the pilot was forced to ditch off the beach on water covered with a reef and rocks.  The aircraft flipped over on touchdown but the pilot was not seriously injured.
Date: 201205
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Q400
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Oxygen System/Crew
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: I was given the task to replace the crew O2 bottle on a Q400 aircraft. I followed the Task Card and removed and replaced the bottle and checked both masks for proper operation and flow of O2. Later that night I went back and reinspected my installation of the O2 bottle just to be sure I was confident I had done everything correctly and had not missed anything. It all looked good so I closed the access panel and walked away. The next morning; the pilot checked for [oxygen] flow and heard the normal 'hiss' so he was satisfied and moved on down his checklist and flew out without incident. The next pilot to fly the aircraft apparently did not hear O2 flow when he performed his pre-flight so he notified Maintenance. Apparently they inspected the bottle and found one of the quick-disconnects to be disconnected at that time. They reconnected it and returned the aircraft to service as I understand it. I was told of this event by my Supervisor.I am not sure why this event occurred. It is a relatively easy task to perform and I double and in fact; triple checked my work on this task before my shift was over. Perhaps the quick-disconnect lock was not fully latched and it popped off in flight somehow; or someone else may have disconnected it while performing their inspection; (which I would say is not likely). Or perhaps there is something faulty with the connection fittings; (Again not likely; but who knows). I don't know what all actions other people had to do; but I was advised by my Supervisor to fill out a report. Suggest having a block on the Task Card to have a second Mechanic inspect the final installation. Have 'witness marks' painted on the quick disconnect connectors to ensure they are securely locked into position; similar to the electrical and hydraulic connectors upon installation. Graveyard [shift].




Synopsis: A day after replacing a Crew Oxygen (O2) bottle on a Q400 aircraft and re-attaching the Crew O2 masks quick-disconnect fittings; a Line Mechanic was informed by his Supervisor that one of the quick-disconnect fittings was found not connected at a downline station.
Date: 201302
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Baron 58/58TC
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Nose Gear
Component problem: Malfunctioning; Improperly Operated
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Human factors: Distraction; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Gear Up Landing
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Aircraft Aircraft Damaged; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I performed a preflight of the aircraft prior to the instructor arriving. He was running late. I pulled the Baron out of the hangar; leaving the tow bar on the nose. Then I pushed another airplane back into the hangar. There was about 30 minutes delay while I waited for the instructor; and when he did show up with a passenger; we agreed to get going. I showed the passenger how to get into and out of the airplane and use the seat belts and then jumped into the cockpit; the instructor boarded immediately behind me and sat in the right seat. I went through preflight; run up and took off; and completely forgot to do a ground check and forgot the tow bar was still on the nose gear. We both commented to each other we smelled burning rubber on the take-off roll and lift off; but it faded and we continued on.I proceeded at the controls to perform some air work; which involved steep turns and slow flight. When I attempted to lower the landing gear; the nose green light did not come on and there were a couple loud clunking sounds that indicated a problem. I immediately recalled the tow bar and knew the nose was damaged. My instructor took control of the aircraft. We then proceeded to do a series of attempts to get the nose gear down; which involved steep turns; positive and negative G maneuvers without success. We then talked to Tower; alerted them to the problem and performed a low pass for the Tower to check our gear. They confirmed the tow bar in place. With no other options; my instructor performed soft field landing. He pulled mixtures to cut-off and attempted to hold off the nose until the last minute. When the nose touched down; we slid a distance of about 150 more feet and stopped. I turned off the fuel for both fuel tanks; turned off the magnetos and master and departed the aircraft after my instructor and remaining passenger. In retrospect; I have a couple lessons to learn: One - always to a ground check immediately prior to boarding. Two; if something is not right on the runway; pull throttles to idle and stop.




Synopsis: BE58 pilot left the towbar on the nosewheel and executed a landing with the nose gear up.
Date: 201909
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp ZZZ
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Communication Breakdown; Distraction
Anomaly: Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel; Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Equipment / Tooling; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: During pushback from Gate X in ZZZ; I immediately heard a foreign language coming through the interphone when the tug operator keyed their mic to talk. While I don't speak this language; the interference was loud and of good quality. I asked the pushback crew what the 'noise' was; and as if it routinely occurs; they stated that it was coming from some broadcast from foreign carriers' operations.




Synopsis: B737 Captain reported during push back there is frequency bleed through between the ground crew and the flight deck from the operations center at another airline.
Date: 201311
Local time of day: 0601-1200
Location: HIO.Airport, OR
Flight conditions: VMC
Weather elements / visibility: 50
Light: Daylight
Aircraft: Helicopter
Operator: Air Taxi
Operating under: Part 135
Flight plan: None
Mission: Ambulance
Flight phase: Cruise
ATC / advisory: Tower HIO
Second aircraft: Cessna Single Piston Undifferentiated or Other Model
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Rotorcraft
Human factors: Other / Unknown
Anomaly: Conflict NMAC
Detector: Automation Aircraft TA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Human Factors
Primary problem: Human Factors

Narrative: While in cruise eastbound at 3;000 FT MSL near Vernonia; the Garmin 530 alerted me to traffic very close by at the same altitude. I acquired the traffic visually at about 11 o'clock; about 50 FT above us. It was a small Cessna single engine. We were converging at about a 30-45 deg angle both headed easterly. I made a slight change in course and altitude to ensure separation. Due to the position of the other traffic and the angle; I would likely not have seen the aircraft if not for the traffic alert. (It required me to lower my head about 12 inches and look up and left to get acquire him visually). Since we had a patient on board; there was not a crewmember in the left front seat to assist with scanning that side. This was a very close call. I cannot say for certain that a collision would have occurred if not for the Traffic Alert; but it was the closest call I've had in my career. Our aircraft is equipped with TIS; and we were receiving service because we were close enough to PDX. If we were farther away; no alert would have been received. I do not know if the airplane ever saw us. I was monitoring HIO Tower on one radio and CTAF for Vernonia on the other; and never heard an aircraft which I could positively say was the one I was near. Even with a very vigilant scan; this aircraft may have been undetected by me due to the angle at which we [were] converging; and the visibility offered in the helicopter cockpit.




Synopsis: Helicopter pilot near 05S at 3;000 FT reports a NMAC with a single engine Cessna. The approaching Cessna was obscured by the cockpit structure and not detected until the TIS alerted.
Date: 201302
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Descent
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Aircraft component: Fuel Selector
Component problem: Design; Improperly Operated
Reporter organization: FBO
Reporter function: Pilot Not Flying; Instructor
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial
Human factors: Situational Awareness; Time Pressure; Workload; Distraction
Second reporter function: Pilot Flying; Trainee
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Inflight Shutdown; Flight Crew Diverted; Flight Crew Became Reoriented; Flight Crew Landed in Emergency Condition; Flight Crew Took Evasive Action
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: [We] executed an off airport landing due to fuel exhaustion from the fuel selector valve being inadvertently turned off by the student pilot. The fuel selector valve had no detent to prevent such a situation. Engine power was lost and a decision to execute an off airport landing was made as the airport was beyond glide distance for the aircraft. Executed an uneventful off airport landing and that is when I noted the fuel selector valve was in the off position after securing the aircraft. No attempt to restart on my part because the lack of altitude and confirmed landing site.Student pilots accustomed to a previous flown Cherokee with the detent feature that wasn't found in this model; my complacency believing that the student knew the fuel selector positions. My inaction to verify the selector valve was in the correct position after the switch.


Second narrative: On downwind (beyond midfield downwind) my instructor told me to switch tank to fullest. I proceeded to change tanks and went passed the right tank to 'OFF' inadvertently. Continuing with checklist for final descent and about to pull power; the engine quit all of the sudden. The instructor took over airplane and decided to go for runway. Realizing we were too low and too far; the instructor pitched for a clear dirt road. The instructor landed on the dirt road with no damage to the airplane; environment or personnel.Human factors design (no stop to prevent from going to 'OFF' position without looking); lack of knowledge of airplane configuration. It was discovered by going through the airplane after checking configuration while on land. Off airport landing executed and more instruction on airplane.


Synopsis: A PA-28 engine quit because of fuel starvation forcing an off airport landing after the student pilot selected the crossfeed to CLOSE because that aircraft had no selector detent before the OFF position.
Date: 201909
Local time of day: 1201-1800
Location: SFM.Airport, ME
Flight conditions: VMC
Weather elements / visibility: 10
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Airspace: Class G SFM
ATC / advisory: CTAF SFM
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private; Flight Crew Sea; Flight Crew Instrument
Human factors: Distraction; Situational Awareness
Anomaly: Ground Event / Encounter Gear Up Landing
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Aircraft Damaged
Contributing factors: Human Factors; Aircraft
Primary problem: Human Factors

Narrative: I returned to the airport after multiple water landings. I planned a crosswind entry. I identified another aircraft entering 45 degree for left downwind. I communicated with other aircraft and planned for him to enter pattern first. I performed a 360 degree turn and slowed the aircraft for spacing. I followed behind this aircraft. I maintained appropriate spacing and visual contact until the other aircraft was clear of the runway. I ran the pre-landing check list on downwind. I maintained pattern altitude through extended downwind and base. I made a normal approach to landing. The touch down felt normal but roll out was slightly rough. I announced on CTAF that I had a flat tire and was shutting down on the runway.I communicated with the FBO and the FBO sent a tug for tow. I exited the airplane to assess. I identified a wheels up landing. I was distracted by the additional airplane in the pattern ahead.




Synopsis: Amphibious aircraft pilot reported distraction due to other traffic in the pattern; resulting in a gear-up landing.