elihoole/asrs-aviation-reports huggingface dataset:
Date: 201903
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Aircraft component: Oxygen System/Crew
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Equipment / Tooling
Primary problem: Equipment / Tooling

Narrative: While at altitude on one flight; I removed the oxygen mask as the other pilot was taking a physiological break. I decided to see how the mask and the smoke goggles are donned together. After some time trying to get a good fit it became evident that the mask and the goggles did not fit properly onto one another. There was a gap of about at least one half inch as I looked down. It is my understanding that the goggles should fit tightly on the mask with the ability to clear the goggles of smoke with the mask. I was not able to make this happen. I spent several minutes shifting the mask and the goggles. It still did not seal. I asked the other pilot to do it. He had a tough time as well but was able to get it closer to sealing than I could. I had the occasion to try the same on my most recent flight. I encountered the same issue. A gap of approximately one half inch between the mask and the goggles. It appears that there is an issue here and I am submitting this report for some clarity. Is it possible that the goggles are not compatible with the mask on these airplanes? If so; this is a serious problem in the event of smoke in the cockpit.




Synopsis: B767 Captain reported that the O2 masks were not compatible with the smoke goggles and did not provide a good seal.
Date: 202110
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: IMC
Light: Daylight
Aircraft: Cessna Stationair/Turbo Stationair 6
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Communication Breakdown; Confusion; Distraction; Workload
Anomaly: Conflict NMAC
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure; Weather
Primary problem: Human Factors

Narrative: Upon departure from ZZZ was initially given heading of 360 and transferred to ZZZ departure. Shortly after contacting departure was given clearance to continue climb to 6;000 ft. and notified of traffic. Not sure what my altitude was at that time but would guess at 2;500 - 3;000 ft. I was in IMC but had traffic on my ADSB screen. ATC turned me several times to left to avoid traffic. 1st plane was somewhat close but the ATC vectors got me clear. Then a second aircraft [appeared] on ADSB and ATC alerted me to was closing from my right same altitude. ATC gave me new vector. Other plane continued to close to extremely close range per the ADSB. this was all in IMC conditions. ATC called and had me immediately turn left (270 degrees I believe) if traffic not in sight which I did at an aggressive turn rate to avoid potential collision. The other aircraft had made a turn directly toward me. ATC then apologized to me and said that they were not talking to the other traffic and said they saw he had turned directly into me. I saw on my ADSB screen the tail number of the traffic but I failed to write it down. Both other planes were operating dangerously in IMC conditions without talking to ATC. Controller was very helpful and on top of the problem.




Synopsis: Pilot reported a NMAC with two unidentified aircraft in IMC.
Date: 201901
Local time of day: 0001-0600
Location: SFO.Airport, CA
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Taxi
ATC / advisory: Ramp SFO
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Detector: Person Ground Personnel
When detected: Taxi
Result: Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While taxiing to the gate at SFO via Taxiway Bravo and under Ramp Control; the Controller issued a clearance 'Hold ON Bravo 4'. The First Officer and I agreed that this may be incorrect. The First Officer queried the Ramp Controller 'Do you to want us to hold short OF Bravo 4 on Bravo or hold ON Bravo 4'. The Controller repeated 'hold ON Bravo 4'. That still didn't make sense; but I figured he has the big picture and wanted us there for some reason. Turning the aircraft left on B4 to hold short of Alpha appeared to create no conflict; so I executed the maneuver. As soon as we were on B4; the Controller said 'don't turn there...stop stop!'. We stated that we had specifically clarified the clearance with him and he said hold ON B4 and it seems that he really meant hold SHORT of B4 on B. The Ramp Controller seemed to have no interest in rectifying that confusion. Subsequently; a 787 passed on Taxiway A. His wingtip cleared us laterally by a good margin. We were cleared to taxi into the alley after that.




Synopsis: B737NG Captain reported miscommunication between himself and SFO Ramp Control.
Date: 201510
Local time of day: 1201-1800
Location: BOS.Airport, MA
Flight conditions: VMC
Light: Daylight
Aircraft: Challenger 605
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZBW
ATC / advisory: Center ZBW
Reporter organization: Corporate
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor
Human factors: Situational Awareness; Workload
Anomaly: ATC Issue All Types; Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Prior to departure for a flight to BOS; the crew loaded the QUABN 3 arrival into the flight management system. They also received the digital ATIS and loaded in the appropriate landing runway; 22 left. The crew then checked every way point; altitude and airspeed restriction prior to engine start; all were correct. Enroute; prior to reaching the TRUIZ intersection we were cleared; 'Descend via the QUABN 3 arrival runway to 22 left'. The flying pilot made the appropriate selection on the flight guidance panel and the non-flying pilot selected the lowest altitude required on the arrival of 6000 feet. This was confirmed by the flight crew. Prior to reaching the MNSTA intersection air traffic control changed the landing runway from 22 left to 27. At this point the non-flying pilot had to re-select runway 27 and confirm all the way points; altitudes and airspeed restriction with the flying pilot. The flying pilot then had to re-brief the new approach. It was after this that we realize the aircraft descended below the mandatory altitude of 24;000 at the MNSTA intersection. The flying pilot disconnected the autopilot and manually flew the aircraft back to 24;000 feet. The rest of the descent was uneventful. While flying this route; sometimes three days a week; we have noticed that air traffic control continuously has runway changes; new altitude restrictions and headings while executing this arrival.




Synopsis: CL605 First Officer reported overshooting a crossing restriction when cleared via the QUABN 3 Arrival into BOS. Reporter cited late ATC changes to the arrival as contributing.
Date: 202106
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Main Gear Door
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight; Routine Inspection
Result: General Maintenance Action
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Procedure

Narrative: It was written up in the maintenance log. Repeatedly; hex screws [were] missing from main gear wheel wells. Multiple screws; multiple aircraft. This is a serious safety issue that needs to be addressed. [This] needs to be addressed in [the] training of aircraft maintenance personnel. Policy and procedures need to change at all levels of quality assurance. Process within the company.




Synopsis: CRJ900 First Officer reported finding numerous instances of missing components in main gear wheel wells during preflight.
Date: 201505
Local time of day: 1201-1800
Location: FFZ.Airport, AZ
Flight conditions: VMC
Weather elements / visibility: 40
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 2 Eng; Retractable Gear
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Initial Climb
Airspace: Class E P50
ATC / advisory: Tower FFZ
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Distraction; Workload
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On departure with FFZ Tower; we were 2 NM south of RC park (near Apache Junction) at 3;700 feet MSL when my student noticed a RC (Remote Control) helicopter about 300 feet below the aircraft with green/red lights; about 3 feet wide with a black body.




Synopsis: A pilot departing FFZ reported a near miss with a UAV at 3;700 feet.
Date: 201902
Local time of day: 1201-1800
Location: CLT.Airport, NC
Flight conditions: Marginal
Weather elements / visibility: Thunderstorm; Turbulence; Windshear
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B CLT
ATC / advisory: TRACON CLT
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness; Training / Qualification
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation - Speed All Types; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Fuel Issue; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Regained Aircraft Control
Contributing factors: Weather; Procedure
Primary problem: Weather

Narrative: I was pilot flying. At approximately 4000 feet MSL and 220 KIAS with flaps up (anticipated some turbulence); being vectored for approach and landing at CLT; we were instructed to make a 310 degree left turn and encountered heavy rain; windshear and severe turbulence. Wind increased 60 knots - 80 knots and airspeed increased to 280 knots - 300 knots. Altitude plus or minus 500 feet and bank angle exceeded 45 degrees with full; opposite side-stick input. Requested an immediate turn and a climb to exit turbulence. I was hand flying and modulating thrust in and out of TOGA (Takeoff Go-Around); MCT (Maximum Continuous Thrust) and CLB (Climb) power to maintain aircraft control. Diverted to ZZZ for fuel with an uneventful landing. Severe turbulence maintenance inspection performed. No damage found.We were monitoring all available weather information during cruise and descent. We had some concerns about the cold front and associated weather moving into the CLT area. None of our available weather resources prepared us for the severity of what we eventually encountered. WSI (Weather Services International) and our own weather radar showed nothing more than light precipitation; and areas of turbulence were not accurately depicted on our radar. Our best source of information became PIREPs from aircraft in front of us. Simply put; its hard to avoid what we didn't know was there. Looking back on events; I would have given more weight to the disturbing reports we were hearing out in front of us and worked with my Captain to exit the CLT terminal environment sooner than we did.




Synopsis: A320 First Officer reported encountering severe weather/turbulence while being vectored for landing.
Date: 201306
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737-400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Air Data Computer
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Rejected Takeoff; Flight Crew Returned To Gate; General Maintenance Action
Contributing factors: Aircraft; Weather; Procedure; Company Policy
Primary problem: Ambiguous

Narrative: We departed gate late due to APU being inoperative and aircraft being repositioned to different gate. Completed all preflight duties; started engine at gate and had normal taxi out to runway. Tower cleared us for immediate takeoff due to landing aircraft on 3 mile final. As we took the runway and First Officer as flying pilot he selected toga thrust. At this point the autothrust disconnected and thrust was set manually. The aircraft accelerated normally. At the time of the eighty knot call; the Captain noticed the airspeed; altimeter; and the IVSI were inoperative with red flags. All F/O instruments were normal. The decision to reject was made prior to eighty knots but accelerated to approximately 100 KTS before thrust was fully retarded. Aircraft was stopped normally and exited with approximately 5;000 to 6;000 FT remaining of runway. Taxied clear at taxiway and went to ramp to check brake cooling chart since RTO brakes were operated. We reassured passengers of situation and amount of time spoke with Dispatch; Maintenance; [and] Operations. We returned to gate after brakes cooled and Maintenance found Captain's ADC failed.Equipment failure possibly due to hot aircraft with no APU and poor air circulation. Also the lack of ground personnel putting the ground air on the aircraft.




Synopsis: A B737-400 Captain rejected the takeoff when the Captain's airspeed; altimeter and IVSI indicated OFF because his ADC failed possibly because of no air conditioning when parked on the ramp in high temperature.
Date: 201408
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Falcon 10/100
Operator: Air Taxi
Operating under: Part 135
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition; General Evacuated
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Electrical smoke in cockpit.[We were] enroute to [our destination] with 6 passengers. Climbing through FL220 smoke was seen coming from [the] central pedestal near the FMS unit. Memory items for Electrical Smoke Checklist completed [and a] emergency descent was performed. Vectors to closest airport were requested.Power was turned off and continued to [the divert airport] a slats only landing initiated and stopped aircraft on runway with Crash/Fire equipment standing by.Emergency evacuation performed and all persons exited the aircraft.




Synopsis: Falcon 10 Captain reports smoke coming from the pedestal near the FMS unit passing through FL220. The flight diverts to the nearest suitable airport and the passengers are evacuated through the main entryway.
Date: 201212
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Rudder Pedal
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Confusion; Distraction; Situational Awareness; Time Pressure
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Rejected Takeoff; Flight Crew Returned To Gate
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Adjustment locking mechanism failed on First Officer's rudder pedals. Waiting on the runway for takeoff clearance; Captain set the parking brake and transferred control of aircraft. Takeoff clearance was given; parking brake released; power set to 50 percent N1. As the aircraft started to roll and needed ground directional control; both First Officer rudder pedals pushed all the way to their full travel together with no directional or braking control. Checked that the adjustment handle was in the stowed/locked position. Pedals still failed. Transferred aircraft control to Captain; he rejected the takeoff; slowed the aircraft to exit at the first taxiway. Speed at occurrence was approximately 30 knots. Stopped on the taxiway; confirmed that the locking mechanism had failed and returned to gate. Mechanical failure of the First Officer's rudder pedals. Other than a personal setting adjustment at the gate; there is no procedure to check First Officer's rudder pedals for proper movement and use. Failure was not found until actual use for ground directional/flight is required. I would suggest adding a procedure to check First Officer rudder pedals for proper movement and use.




Synopsis: An A320 series First Officer rudder pedals traveled full forward together with the handle in the stowed/locked position so the Captain rejected the takeoff and returned to the gate.
Date: 201204
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Nose Gear Door
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Powerplant; Maintenance Airframe
Human factors: Communication Breakdown; Situational Awareness; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Maintenance
When detected: Aircraft In Service At Gate
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Aircraft; Procedure; Manuals; MEL; Logbook Entry; Chart Or Publication; Company Policy; Human Factors
Primary problem: Human Factors

Narrative: Company CRJ-200 aircraft landed at an out station and the pilots called and reported a lightning strike. I called Contract Maintenance to perform 'Visual En-Route Inspection for Lightning Strike Damage' [per Structures Card]. After Contract Maintenance Mechanic inspected the aircraft; he called and reported a bonding strap on the nose gear door was disconnected and cosmetic paint burn marks on the right hand nose landing gear door and on the fuselage. I told him to record his findings on the structures card; and also record on the Maintenance Log; the re-securing of the bonding strap. When the aircraft arrived in a Maintenance Station; the line mechanics reported to the Maintenance Controller that took over my desk for the day; that there was more damage than reported on the structures card. If I had been aware of more damage than what the Contract Mechanic had reported; I would not have allowed the aircraft to leave the out station. I believe there was insufficient inspection of the aircraft from the outside [Contract] Mechanic. Suggest that in future events; I would ask for pictures of found damage and give more instruction on where to look on the aircraft for the inspection; and challenge a little harder about inspection areas.




Synopsis: A Maintenance Controller was informed he had released a CRJ-200 aircraft for continued service with lightning strike damage that was more substantial than the information a Contract Maintenance Mechanic had provided to him.