elihoole/asrs-aviation-reports huggingface dataset:
Date: 201902
Local time of day: 1801-2400
Location: VNY.Airport, CA
Flight conditions: IMC
Light: Night
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Air Taxi
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Climb
Airspace: Class C VNY
ATC / advisory: TRACON SCT
Reporter organization: Air Taxi
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Human Factors; Procedure
Primary problem: Human Factors

Narrative: Assigned the WLKKR3 Departure; CVS [climb via SID] except maintain 4;000. We were doing the noise abatement takeoff; and leveled at 1;700 for the restriction. While in the turn to heading 210; SOCAL assigned us climb to 6;000. PF (Pilot Flying) initiated a climb up; however SOCAL issued a low altitude alert and suggested we increase the rate of climb. PF increased the rate of climb up to 6;000. Rest of the flight uneventful. Start a more aggressive rate of climb to avoid low altitude alert on this departure.




Synopsis: Air taxi First Officer reported receiving a low altitude alert from ATC shortly after departure.
Date: 201409
Local time of day: 0001-0600
Location: TJZS.Airport, FO
Aircraft: MD-11
Operating under: Part 121
Flight phase: Taxi
Aircraft component: Fuel Line; Fittings; & Connectors
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Maintenance
Result: Flight Crew Returned To Gate; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While parked prior to takeoff and immediately after receiving takeoff clearance from Center (Tower had just closed) we got a Level 2 'TNK WING OVERFILL' alert and complied with QRH. However; the fuel tanks were at just over 30K pounds which is not even close to full capacity. With Fuel System in auto we noticed the quantity decreasing in #1 fuel tank followed by the #1 fill valve opening and refilling from the #3 tank. Subsequently the quantity began to decrease again and we realized that our total quantity had decreased a few thousand pounds more than it should have during the short taxi (from 96.4K to approx 92K). We called Maintenance to request an immediate visual inspection to determine if fuel was venting overboard. We told the Ramp Office to notify the Fire Dept in the event of fuel spillage. A few minutes later Maintenance arrived and told us to pull the #3 Fire Handle because they thought there was an engine fuel leak. When they determined fuel was venting overboard under the right wing they told us to shut down all engines. We shut down #1 & 3 engines while starting the APU and then shut down #2 engine after APU came on line. Maintenance then told us to shut down the APU because fuel was still venting. After shutting down APU fuel venting stopped. The Fire Dept closed the west end of Taxiway A and Maintenance towed us back to the gate. Called Duty Officer to inform him of fuel venting issue. Transloaded to another aircraft and Fire Dept instructed us to back taxi on RWY for takeoff because taxiway was still closed. Cause unknown at this time. Maintenance thinks it may be a ruptured fuel line. To minimize the amount of fuel vented overboard; the QRH Checklist should be revised to determine whether airborne or on the ground and what specific corrective action the FSC is supposed to be taking on the fuel synoptic. On the ground; decreasing quantity with subsequent filling should confirm fuel venting overboard and require immediate engine shut down on the venting side as a minimum.




Synopsis: While waiting for takeoff clearance an MD-11 Captain gets a  Level 2 'TNK WING OVERFILL' alert. The tanks are not close to full; but some fuel is missing; so Maintenance is called and confirms a fuel leak. All engines are shut down and the aircraft is towed back to the ramp.
Date: 201905
Aircraft: No Aircraft
Operator: Air Carrier
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Technician
Human factors: Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Other / Unknown
Detector: Person Maintenance
When detected: Other In Maintenance
Result: General Maintenance Action
Contributing factors: Procedure; Company Policy; Human Factors
Primary problem: Human Factors

Narrative: A technician went to an aircraft to service engine oils. Discovered that MOBILJET II labeled box contained 2197 turbine oil. Fortunately; he noticed that the wrong oil was in the box before he poured any into the engine. The ramp was dark and the wrong oil could have easily been introduced into the engines.




Synopsis: 2197 Turbine Engine oil was found in a box labeled for MobilJet II oil.
Date: 202112
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Weather elements / visibility: Fog; 1.5
Aircraft: Premier 1
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: TRACON ZZZ
Aircraft component: AHRS/ND
Component problem: Failed
Reporter organization: Corporate
Reporter function: Captain; Single Pilot
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Human-Machine Interface; Situational Awareness; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport
Contributing factors: Aircraft; Human Factors; Weather
Primary problem: Aircraft

Narrative: Started up the plane to fly to ZZZ1 from ZZZ. I was unaware that Maintenance had just changed the AHRS number 1 box out in the aircraft with a new one from Rockwell Collins. I am new to the aircraft as well. AHRS lined up well before taxi however during taxi the number one attitude indicator pitched down and to the right. The number 2 AHRS also appeared to be pointed strangely further down than normal. This was accompanied with roll and pitch flags on the PFD (Primary Flight Display). I have seen AHRS misaligned before on aircraft which can usually be remedied by resetting avionics and letting it realign which I opted to do while holding short of the runway. I coordinated this pause with tower while it realigned. All looked well this time and no more flags. We were cleared for takeoff. At about 300 feet the number one AHRS started to point down and right with the attitude indicator. I look over at number 2 which is also pointing slightly down. Flying on the standby attitude gyro I got above the clouds where I then Experienced a full AHRS 1 failure. Number 2 still worked but it appeared it was giving me bad information. Using nav info on the number 2 PFD and the standby attitude gauge as well as cross referencing heading with wet compass (which still seemed to work) I flew an ILS back and landed. Moving forward I think we will implement a program between lead pilot; the other pilot and maintenance crew to better advise of changes made since the last flight and for me personally I will make a better risk assessment especially for weather like that (low clouds; fog and low vis) and adhere to that more religiously; especially when instruments act up and are questionable like today and until I become more experienced in the aircraft.




Synopsis: PRM1 pilot reported failure of AHRS system after takeoff. The pilot returned to departure airport and landed uneventfully.
Date: 201206
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Beech 1900
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Aircraft component: Cabin Window
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Routine Inspection
Result: General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: The aircraft had overnighted due to it not being able to pressurize. We had a Mechanic with us who worked on the aircraft. He was unable to fix it; so he did MEL 21-9. My First Officer then did a standard walk around; and noted no discrepancies. We then flew the aircraft unpressurized per the MEL. After bringing the aircraft to the hangar; the mechanics found the problem to be a missing outer window on one of the emergency exits. As stated earlier my First Officer noted no discrepancies on his walk around. The mechanics have said its possible the window had a bad seal and fell out in flight.




Synopsis: BE1900 reports ferrying an aircraft that will not pressurize to a maintenance base; where it is discovered that the outer window of one of the emergency exits is missing.
Date: 201505
Local time of day: 1201-1800
Location: CMH.Airport, OH
Flight conditions: VMC
Aircraft: Medium Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Confusion; Distraction; Situational Awareness; Time Pressure
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Clearance
Contributing factors: Chart Or Publication
Primary problem: Chart Or Publication

Narrative: The frequency for ILS 28L (ICMH) at CMH is incorrect on Lido charts 7-30 and the AFC for CMH. The Lido charts depict frequency 108.7 (ICMH). This is incorrect and according to CMH ground control; it was changed to 111.75 almost two years ago. The frequency should read 111.75 (ICMH). Please notify Lido that this needs to be changed.Jepp charts where correct except that the old frequency of 108.7 still shows up on Jeppesen chart 12-3; the RNAV (GPS) Y to 28L in the plan view.This was discovered on final approach to 28L in VMC on a visual approach. I had 108.7 hard tuned in Nav 1 and the First Officer (FO) who was the pilot flying had Nav 2 in auto tune and therefore had the correct frequency of 111.75 tuned up when it switched to green needles. There was no disruption to the flight.




Synopsis: Air Carrier pilot reports of incorrect data on the LIDO chart that they were using to fly to the destination airport. The frequency of the ILS was in error on one chart; but correct on another chart. The change had taken place two years ago.
Date: 201709
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Daylight
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Indicating and Warning - Flight & Navigation Systems
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Speed All Types
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On the arrival today we had an anomaly that I have never seen before on the MD-11. We were in the descent with the speed brakes deployed and we were about 10 knots under the max foot and stable. Suddenly the yellow foot shot down 20-30 knots followed by the red foot. An overspeed warning alert sounded with a high speed protection annunciation. No weather; turbulence or pitch changes occurred to cause this. Within a few seconds the foot returned to normal about 10 knots above our descent speed and all was well. A few seconds later the yellow and red foot repeated the sudden downward movement and we received the same warnings again. A few seconds later the feet returned to normal and we resumed our descent.At this point we were trying to diagnose the issues and figure out what was wrong and without knowledge to us the aircraft was no longer in prof and went to level change and we descended past our clearance limit of 11;000 to 10;600 before we reversed our descent to a climb back to 11;000. [ATC didn't say] anything and we remained at 11;000 feet until ZZZZZ and continued our clearance to 10;000 after we passed ZZZZZ. I'm not sure what caused the speed/foot/overspeed anomalies. I wrote it up in the logbook and briefed maintenance as a theoretical overspeed from the warnings; but I don't actually believe we had an overspeed; but I can't be sure with the quick changes that appeared and disappeared.


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


Synopsis: MD-11 crew reported an anomaly with the overspeed warning alert twice during descent which also caused the profile decent system to miss a level off.
Date: 201503
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Night
Aircraft: Dash 8-100
Flight plan: IFR
Flight phase: Other Rejected Takeoff
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Rejected Takeoff; Flight Crew Returned To Gate; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: The #2 Engine Oil Pressure warning light illuminated at 80 KIAS during the takeoff roll. This resulted in a rejected takeoff.  This primarily involved myself and the captain taking corrective action.  The flight attendant and the passengers were informed and briefed before returning to the gate.The event occurred after reaching normal takeoff power; and was found; by a mechanic; to be due to a low oil quantity on the #2 engine. No leaks were found.The Tower was still closed.  We had previously de-iced with Type I fluid due to frost on the aircraft.  After lining up on runway I held the brakes for 10 seconds at 40% torque.  After releasing the brakes; it was a normal power takeoff with power promptly reaching 90%.I was the Second In Commend (SIC) and I was also the pilot flying.  At approximately 80 KIAS the #2 Engine Oil Pressure warning light illuminated.  The captain called to reject the takeoff and assumed control of the aircraft.I broadcast to the CTAF that we were rejecting our takeoff and clearing the runway following the rejected takeoff after noting the indicated airspeed.  We stopped on the taxiway to evaluate our systems.  We notified Center on the ground through a remote antenna to cancel our IFR release.  We notified operations that we would be returning to the gate; and I made an announcement to the passengers that we were returning to the gate due to an abnormal indication during takeoff and that for safety precautions we were calling maintenance.I then called the flight attendant to assure that the passengers were okay and then briefed the flight attendant on the plan to return to the gate and to deplane the passengers while we waited for maintenance.Careful and timely attention to oil consumption and oil leaks should lead to a mitigation of issues like this.




Synopsis: Dash 8 First Officer (FO) reported observing a #2 engine low oil pressure light at 80 kts on the takeoff roll; leading to a rejected takeoff.
Date: 202008
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Dusk
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Turbine Assembly
Component problem: Failed
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 Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Aircraft Aircraft Damaged; Flight Crew Returned To Departure Airport; Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Passing FL310 for FL340; sudden onset of moderate to severe vibration. EVM engine 3 amber at 5.0. Complied with EVM High QRH Procedure. Retarded throttle; vibration lessened but still significant. All other engine indications normal for #3. Decided after discussion to call what we were feeling severe damage to #3. Ran QRH Severe Damage checklist for #3; shut engine down; [advised ATC]; returned for uneventful landing to RWY XXC ZZZ. Upon Block in and shutdown MX found #3 Engine Turbine severely damaged.




Synopsis: MD-11 Captain reported an inflight shutdown of #3 engine due to severe vibration; causing an air turnback.
Date: 202110
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Aircraft component: Brake System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We had just gotten out of sterile heading from ZZZ1 to ZZZ when the red flashing lights and Captain calling for emergency. I was just getting my cart ready for service. I answered and Captain said he was calling for priority handling. Our breaks were giving him errors. He said he wasn't sure if it was correct since the light kept going off and on but to be safe we were heading back to ZZZ1. He said we had time since we had to burn off fuel. He said he wanted us to do the brace commands to be on the safe side but that we wouldn't do an evacuation. We would do a standard deplaning at the gate. Worst case scenario we would have stairs brought to us on the Tarmac. After getting off the call W Flight Attendant came to the back. We checked our time. We put all the service stuff away in the back and I pulled up the planned Evac Checklist. I started making the announcements per the manual. We had the cabin lights turned to full bright and A FA (Flight Attendant) and a dead heading FA did the brace position demo while I read. After walking through the cabin and making sure everyone was doing it correctly and giving additional info to the parents with lap children; we secured everything and top our jump seats. Turning out the cabin lights. At that point we still had time and we had some people using the restroom. When sterile came on we locked the lavatory doors in preparation. A few moments later I had a father and child come to the back at which time I advised him that they needed to return to their seats and buckle. After a few moments of advising they could not use the restroom at that time that they needed to return to their seats because we were about to land; they finally complied. At Captains' command I shouted the brace commands until we landed and taxied off the Runway. We deplaned with no issue. I then went to the other plane and worked the same flight out.




Synopsis: Flight Attendant reported the flight crew elected to perform a diversion due to brake error messages. The aircraft landed and taxied safely off the runway.
Date: 201510
Local time of day: 1801-2400
Location: MIA.TRACON, FL
Flight conditions: VMC
Light: Night
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B MIA
ATC / advisory: TRACON MIA
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Physiological - Other
Anomaly: Deviation / Discrepancy - Procedural FAR; Flight Deck / Cabin / Aircraft Event Illness / Injury; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action; General Physical Injury / Incapacitation
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: Climbing out from MIA runway 09 on a 090 heading at approximately 3 to 4 DME I looked left/north and was struck in the eyes by a very powerful and bright green laser. I was temporarily dazzled and experienced momentary severe eye pain before looking away. The laser appeared to be coming from a position about two miles north of our flight path. I reported the laser strike to MIA ATC. A few minutes later as we continued the climb and turned west; we could still see the laser in operation. Having been struck by lasers before in San Paulo and Mexico City; I can attest that the Miami laser was extremely powerful and damaging compared to prior incidents. As Captain and pilot monitoring I contemplated declaring an emergency and returning to base due to my eye pain. As we climbed through 10;000 ft I elected to continue as it appeared the impact of the laser strike in my eyes was momentary. When I return to base; I will be making an appointment with a retina specialist to examine my eyes as the intensity of the laser and associated momentary eye pain was severe.




Synopsis: An air carrier Captain climbing out from MIA Runway 9 headed east reported a green laser strike which caused severe pain. The laser appeared to originate about 2 miles north of the airport.
Date: 201807
Local time of day: 0601-1200
Aircraft: Commercial Fixed Wing
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
When detected: Routine Inspection
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: DG (Dangerous Goods) not manifested on correct ULD. It was not correctly lashed and proper build-up procedure was not followed for DG. DG should always be manifested and lashed correctly due to the DG hazard. Build-up and loading personnel are not properly educated and not paying enough attention on relevant DG procedure.




Synopsis: Safety Analyst reported a prevalence of HAZMAT procedure discrepancies due primarily to inadequate training.