elihoole/asrs-aviation-reports huggingface dataset:
Date: 201912
Location: ZZZ.ARTCC, US
Aircraft: Regional Jet 900 (CRJ900)
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: Design; Improperly Operated; Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While in cruise at 34;000 feet the First Officer went to utilize his oxygen mask; so I could exit the flight deck to use the lavatory. After removing the mask from its container we discovered that the audio wire had at some point been inadvertently threaded through the headband straps. There was physically no way for us to unthread the audio wire. Subsequently this made the mask unable to be utilized. I decided to remain in the flight deck for the remainder of the flight. At the same time we unstowed the Observer oxygen mask and my First Officer held it in his lap until we descended to a safe altitude on the arrival. After landing I wrote up the mask as inoperative and had maintenance fix the problem. It is likely this event occurred somewhere during a Maintenance Inspection. There was no way for us to unthread the audio cable in flight with our knowledge of the system. Not sure how to prevent this in the future as this was likely an issue that occurred during a Maintenance function.


Second narrative: [Report narrative contained no additional information.]


Synopsis: CRJ-900 flight crew reported finding the First Officer's oxygen mask unusable during cruise flight.
Date: 202110
Location: MCO.Airport, FL
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower MCO
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Troubleshooting; Workload
Anomaly: Ground Event / Encounter Other / Unknown
Contributing factors: Airport
Primary problem: Airport

Narrative: As I stopped short of exiting the Southport on the Bravo line; waiting for ATC clearance; our nose wheel rolled into a hole.  I had the right engine running.  I could not exit the hole on one engine.  I started the second engine and could not exit the hole with normal breakaway thrust.  We coordinated with ramp and increased the thrust to 70% and still could not break out.  I was just about to shutdown and request a tug; but tried once more; moving the nose wheel and a little more thrust as we were able to break out. This hole needs to be filled.




Synopsis: An air carrier pilot reported MCO ramp has a pothole that required excessive thrust to taxi out of.
Date: 201701
Local time of day: 1201-1800
Location: ZZZZ.Airport, FO
Aircraft component: Oil Pressure Indication
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance
Detector: Person Flight Crew
When detected: Taxi
Result: General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; Procedure
Primary problem: Ambiguous

Narrative: While preflight planning we reviewed all maintenance write-ups and noticed a recurring/chronic theme related to the ENG 2 Bearing 4 OIL SYS HI Pressure ECAM. This had been written up 9 times in four (4) days and FADEC had been tested/cycled six times in a week each time this had been written up previously. Called [Dispatch] and requested a conference with Maintenance. They indicated they would be pulling the transducer and cleaning and reinstalling. [Maintenance] requested that we do [an] engine run to verify operation without ECAM. 10 seconds after start of #2 engine the ECAM returned. [Maintenance] indicated they would be flying 2 [maintenance] personnel and a new transducer to change it out and were confident it would resolve the issue. Returned to same jet and [maintenance] had completed work and they did an engine run lasting approximately 5 minutes at idle thrust only. We boarded our passengers and taxied to runway. On taxi out moved power up to approximately 60% N1. 10 seconds later; just prior to taking the runway; the ECAM returned for the ENG 2 Bearing 4 OIL SYS HI Pressure. Previous deferral stated this was not permitted to be deferred if the 'Hi Pressure' was associated. Taxied back to gate and cancelled.Additional info: During discussion with [maintenance] they indicated that the FADEC had been cycled on taxi out at [another airport] and the ECAM had returned during climb out. They stated they requested the crew to notify them if ECAM re-occurred enroute. Post flight report showed the ECAM came back on 2x enroute. [Maintenance] was not notified of this fact. Also during our taxi out to runway; we received the ECAM and it never showed that it had come on during the post flight ACARS data report. Lastly the onsite mechanics (who did a fantastic job) requested [maintenance control] to do a high power run and were overruled. Hence the reason we pushed the power up during taxi-out.




Synopsis: A320 Captain reported cancelling the flight after a chronic issue ENGINE 2 BEARING 4 OIL SYSTEM HI Pressure recurred during taxi.
Date: 201205
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Bonanza 36
Operator: Corporate
Operating under: Part 91
Mission: Personal
Flight phase: Parked
Second aircraft: Sierra 24
Aircraft component: Engine
Component problem: Improperly Operated
Reporter organization: Corporate
Reporter function: Pilot Not Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Situational Awareness; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Aircraft; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: Pre-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: After pre-flighting the Bonanza for a local flight; it wouldn't start. As I turned the prop slowly -- not intending to start by hand propping -- the engine fired unexpectedly. I was unable to shut the engine down and the aircraft taxied into a Beech Sierra 200. Authorities notified.




Synopsis: When the engine failed to start; the pilot of a BE-36 exited to turn the prop through and failed to turn off the magnetos. The engine started and the uncontrolled airplane taxied into another aircraft.
Date: 201703
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Not Flying
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: My first officer and I were conducting a 'repo' flight.  On the takeoff roll at about 80 knots my First Officer called a reject due to the fact that we had both missed that I had not pressed the TOGA button after inputting the takeoff data and therefore did not have the 'TO ROLL TO' annunciated; but only 'TO' because I had only armed the autothrottles. I immediately pulled the power back and applied the brakes.  We pulled off the runway without incident and the brake temperatures stayed in the green the entire time.  We then re-inputted the takeoff data; got the correct annunciations and taxied back to [the] runway.  We then conducted the rest of the 'repo' flight with no further incident.I should have done a better scan of the PFD prior to taxi as well as following standard procedures.


Second narrative: We could have prevented the abort by properly cross-checking the FMA prior to crossing the hold short line; per the standard operating procedures. Prior to crossing the hold short line; both pilot flying and pilot monitoring are to verify autothrottle armed on the FMA (TO) and verify flight director modes ROLL and TO on FMA. In addition; as pilot monitoring; I had a second chance to cross check the ROLL and TO modes on FMA. I thought I had; but obviously did not. I can only guess that I had expected to see the correct annunciations and; therefore; thought I did.


Synopsis: ERJ-175 flight crew reported rejecting takeoff when the First Officer noticed the TOGA button had not been pushed.
Date: 201402
Local time of day: 0601-1200
Location: IND.Airport, IN
Flight conditions: VMC
Light: Daylight
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E IND
ATC / advisory: TRACON IND
Aircraft component: ILS/VOR
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Situational Awareness; Troubleshooting
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew FLC Overrode Automation; Flight Crew Took Evasive Action
Contributing factors: Aircraft; ATC Equipment / Nav Facility / Buildings
Primary problem: Ambiguous

Narrative: The flight was cleared to intercept the [Runway] 23L localizer between CLANG and ISOLA. We had a positive localizer ID and a stable reception of localizer and glideslope. The localizer needle seemed to be stable at first. No oscillations were noted before interception. The FGC was set to the NAV mode. When the autopilot captured the localizer; the localizer needle started to fluctuate about 2-3 degrees either side of the approach course and the autopilot chased the needle resulting in continuous large S-turns on the final between 20 and 10 miles. The pilot flying switched to HDG mode to dampen the oscillations. The localizer needle was stable once inside the ZEROX FAF. The glideslope was stable the whole time. I have no suggestions how to fix the localizer oscillation problems.




Synopsis: An ERJ pilot reported that in the NAV Mode the aircraft S-turned while following the IND 23L localizer oscillations between 10 and 20 miles; but stabilized in the Heading Mode. The localizer oscillations ceased inside ZEROX.
Date: 202109
Local time of day: 1801-2400
Location: ZZZ.TRACON, US
Flight conditions: VMC
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Electrical Power
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Human-Machine Interface; Time Pressure; Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Maintenance
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Beginning descent into ZZZ; a cascading electrical failure occurred causing multiple light to illuminate and several system to fail; including iff; trim; left aft fuel pump; equipment cooling supply; pack controller left; multiple window heat over heats; etc...noted TR2 was zero amps.  Ran QRH checklists...until 8;000 feet MSL when landing became primary task. Requested priority handling and landed uneventfully. Airport Support personnel assisted; no external hot-spots found.  Taxied to gate. Coordinated with local Maintenance Control.A cascading electrical failure occurred on descent into ZZZ.  It is unknown how to prevent electrical failures.  Recommend development of QRH multiple electric failure check list...executing all individual light procedures is time consuming and diverts attention from large situation.




Synopsis: Air Carrier First Officer reported multiple EICAS messages displayed and several electronic system failures during descent. Flight crew completed part of the QRH checklist. Flight crew requested priority handling and executed a safe landing.
Date: 201910
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Dash 8-400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Time Pressure
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Climbing through 12;000 ft. out of ZZZ we had a cabin press warning. We leveled off at 12;000 ft. and advised ATC of our intentions. We checked the air conditioning panel and the packs were both flipped to the off position. The Captain then turned the packs to auto and ran the cabin press warning checklist. The cabin press checklist drove us into the pressurization fail checklist. After running both checklists the cabin pressure was normalizing and pressurizing. We then advised ATC that we were able to continue up to FL240 and continued on our flight to ZZZ1 as planned. While the appropriate checklists and flows were accomplished; we both could have missed these switches in the wrong position to start the morning. Double check and thoroughly inspect all panels; especially ones that are not usually touched in normal operations. Those can be most often forgotten about if another crew; or fellow crew member; flipped a switch that they don't operate on a regular basis.




Synopsis: DH8-400 flight crew reported failure to properly configure pressurization system prior to takeoff.
Date: 201606
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
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: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Cruising at FL300; we noticed high engine oil temp on the number 1 engine. Ran QRH procedure and performed and in flight engine shutdown. [Advised ATC of our situation] and continued on to the destination as the nearest suitable airport. Arrival; landing and taxi to the gate were uneventful.


Second narrative: I don't know how one would prevent a reoccurrence; but I felt our training set us up well to handle this event. We coordinated well as a crew leading to an uneventful and successful outcome.


Synopsis: B737 flight crew reported the inflight shutdown of the left engine because of high oil temperature followed by a normal landing.
Date: 202002
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Dispatch
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: [Station] put 9 passengers from a diverted flight on to this flight. The passengers were not accounted for in the final weights. Was told that the supervisor told the gate agent to 'just put the passengers on the flight and we will figure it out later.' The carelessness resulted in a 1800 lbs (+1.35%) increase to the TOGW (Takeoff Gross Weight) that was not accounted for on the final weights.




Synopsis: Air carrier Dispatcher reported the station boarded an additional 9 passengers without accounting for them in the final weights.
Date: 201508
Local time of day: 0601-1200
Location: BEC.Airport, KS
Flight conditions: VMC
Light: Dusk
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Final Approach
Airspace: Class E ICT
ATC / advisory: CTAF BEC
Second aircraft: Bonanza 36
Reporter organization: Personal
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Executed Go Around / Missed Approach; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While on final approach to Runway 1 at BEC (Beech Factory Airport); we executed a go-around at approximately 100 feet AGL because of another aircraft that was approaching on Runway 19. The other aircraft executed a go-around at approximately the same time. Both aircraft side-stepped to their respective right; and both aircraft passed each other; opposite direction; with adequate separation. No CTAF calls were made by the other aircraft.Postflight discussion with the crew of the other aircraft revealed that they were on the incorrect communication frequency. They'd forgotten to switch from the 3AU (Augusta Municipal Airport) CTAF. (3AU is a nearby airport.) Therefore; we did not hear each other's calls.Light and variable winds prevailed throughout the evening. At the time of our arrival to BEC; winds were reported 070 @ 6 KTS at AAO (Colonel James Jabara Airport). AAO is the nearest airport with an AWOS system. We selected Runway 1 because the winds; although light; favored Runway 1.Contributing factors:1) Winds were light and variable throughout the evening; which made runway selection ambiguous.2) Improper communication frequency was used by the other aircraft.3) Other aircraft was a checkride flight; so the PIC applicant was under pressure.4) Both aircraft failed to see each other until on short final.Good points:1) Both aircraft executed proper go-arounds; which ensured adequate separation.2) Both aircraft had landing lights on; which enhanced aircraft visibility.




Synopsis: C172 instructor pilot reported executing a go around on approach to BEC Runway 1 when he noticed another aircraft on approach to Runway 19 who was not on CTAF frequency.
Date: 201912
Local time of day: 0001-0600
Location: CLT.Airport, NC
Weather elements / visibility: Rain
Light: Night
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground CLT
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Confusion; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Contributing factors: Airport; Chart Or Publication
Primary problem: Chart Or Publication

Narrative: Landed at night at CLT on 18C. Taxied clear left on Sierra and instructed to taxi north on E to the ramp. Gate XXX. Inclement weather/raining. E14 was our planned turn-in to the ramp. As we approached it; however; there was an old unused and uncharted taxiway just prior to E14; [to the] south of it; that had taxiway lights blocking its entrance; protruding from the pavement. These lights; for whatever reason; were unlit. We had a brief discussion about how easy it would be for a crew to possibly bite off on that turn at night while in inclement weather. The following day we noticed there were large yellow X's painted on that old taxiway as well; but these were not visible at night with very wet taxiway surface conditions.Recommend contacting Airfield Operations about the unlit lights and possibly adding a blurb in the airport pages to note this potential hazard to preclude crews from inadvertently using the old taxiway and taxiing over these unlit taxiway lights.




Synopsis: Air carrier First Officer reported traversing through an old; unused and uncharted taxiway which had taxiway lights installed in the pavement but were unlit; posing a potential hazard.
Date: 201311
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna 150
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Airspace: Class E ZZZ
Aircraft component: Air/Ground Communication
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Flight Instructor
Anomaly: Aircraft Equipment Problem Less Severe; Conflict Ground Conflict; 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; Airport
Primary problem: Human Factors

Narrative: I landed on the runway that was favored by the windsock. I flew over the airport to determine this. My radio was inoperative so I could not call ahead and check on local traffic. I landed and at the intersection with [the crossing runway I] almost collided with [another aircraft] which was taking off. After landing I went outside and I tied the aircraft down and the wind was not favoring [the crossing runway that the other aircraft used for takeoff.]




Synopsis: A very experienced pilot landing at an uncontrolled airport with an inoperative radio experienced a near collision with an aircraft taking off from the crossing runway.