elihoole/asrs-aviation-reports huggingface dataset:
Date: 201202
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Night
Aircraft: Citation Excel (C560XL)
Operator: Fractional
Operating under: Part 91
Mission: Passenger
Flight phase: Parked
Aircraft component: Fuel Tank
Reporter organization: Air Carrier
Reporter function: Inspector
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Distraction; Training / Qualification; Workload; Communication Breakdown; Confusion
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Maintenance
When detected: Routine Inspection
Result: General None Reported / Taken
Contributing factors: Aircraft; Manuals; Procedure; Chart Or Publication; Company Policy; Environment - Non Weather Related; Equipment / Tooling; Human Factors
Primary problem: Human Factors

Narrative: It has become a 'Norm' when working on Fuel Systems; that the Aircraft is defueled and maintenance is started right away; without regard to the Fuel General-Maintenance Practices as listed in the Cessna 560XL Maintenance Manuals; Chapter 28-00-01 [section noting]: WARNING: Prior to performing Fuel Systems Maintenance; personnel should read and thoroughly understand all Fuel System Maintenance; Fire and Safety practices. Refer to General - Maintenance Practices. As examples:1) We as a Company; have no metal pail's that can be grounded. We are currently using plastic five gallon buckets (which have and cause static build up) listed in Manual One; General Step-J. 2) Electrical power carts are plugged in and being used when fuel access panel's are opened. 3) Almost all steps listed under........ [Section] '2' for Fire Safety Precautions'; are not being followed. Suggest as a safety precaution; all personnel working in the hangar (including Supervisor's); should have a training or 'refresher course' on Fuel Systems General Maintenance Practices and the dangers involved. We need to have our Leads and Supervisor's take more of an initiative to STOP the 'Normal' practices and encourage worker's to comply with Tasks as per defined in Aircraft Maintenance Manuals (AMM) without being 'chided' for doing it 'the right way' and not 'the Company way'. As a Company; the example needs to be set by supplying the right equipment (metal; groundable buckets) and [recognize that] safety guidelines are there to protect the whole facility and need to be followed to protect everyone working here.




Synopsis: An Aircraft Inspector reports a maintenance practice has developed in their facility during C-Checks and become a 'NORM' when working on Fuel Systems. After an aircraft is defueled; Maintenance is started right away; without regard to the Fuel General Maintenance Practices and the Fire Safety Precautions listed in the Cessna 560XL Maintenance Manual Chapter 28.
Date: 201509
Local time of day: 1801-2400
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Daylight
Aircraft: Learjet 35
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Personal
Reporter function: Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP)
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While enroute; we experienced a mechanical [issue] in regards to cabin not being able to maintain certified pressure on the vessel. We ended up setting up long range cruise to save fuel due to the inability to climb into the 40's flight levels. About 2 hours out from [destination] I advised ATC of a possible minimum fuel situation at our destination and requested to stay up as high as possible as long as possible with the most direct route as possible. The controller said no problem and forwarded the request on to all agencies for the remainder of the flight. There was no other issues or concerns to safely complete the flight to my planned landing destination. Upon contacting the final controller just prior to Tower I was advised to plan to hold. I replied I am unable to hold due to the minimum fuel situation. The controller said he will be unable to get me into [destination]. At that point I [said it's] a fuel emergency. The controller again advised me he will be unable to get me into [destination] and asked me what I want to do. I advised I am filed for [destination] and that is where I would like to go. The controller said he will be unable. I quickly advised my passenger of the situation while my copilot received a call back from approach stating they will get us into [destination]. I was vectored directly to [destination] and landed safely with no further event. Landing fuel was 50 minutes remaining.




Synopsis: LR35 Captain reported a low fuel situation related to a mechanical issue that limited cruise altitude.
Date: 201403
Local time of day: 0001-0600
Location: SLLP.ARTCC, FO
Flight conditions: IMC
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
ATC / advisory: Center SLLP
Aircraft component: Air/Ground Communication
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: The frequency 128.2 was in use over Bolivian airspace on airway UL417 at the time indicated. No alternate frequency was available. The transmissions from LaPaz control were so garbled and unreadable as to render the frequency useless between LOKOX and RBC. We would not have been able to receive any instructions from the controller in the event of an emergency; nor would we have been able to confirm if the Controller properly received any emergency calls from us.[Someone needs to] ensure Bolivia performs proper checks on their equipment and repairs transmitters or antennae as required. In lieu of that; I advise we avoid overfly of Bolivia until they can demonstrate their communications are reliable.




Synopsis: A B777 First Officer advised pilot/controller communications within a sector of Bolivian airspace were unreadable and suggested flight in that area be avoided until reliable communications could be verified.
Date: 201907
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
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; Communication Breakdown; Confusion; Distraction
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Equipment / Tooling; Human Factors; Weather
Primary problem: Equipment / Tooling

Narrative: An un-commanded aircraft movement occurred while the parking brakes were released that caused the airplane and the attached tug to move backwards approximately 5 feet.First Officer noticed the movement; informed me and I promptly applied and set the parking brakes. I contacted the ground personnel on the head set to see what could have caused the movement. Ground personnel told me; the hand brakes on the tug were set and the aircraft started moving because of the winds.Considering the tug was attached and occupied throughout this incident and we were in full communications; I asked why they did not alert us that the aircraft was moving? They had no response. I told them; next time; not to be silent but instead speak up. He agreed!




Synopsis: B777 Captain reported un-commanded aircraft movement while at the gate prior to departure.
Date: 201906
Local time of day: 1801-2400
Location: A90.TRACON, MA
Flight conditions: VMC
Aircraft: Helicopter
Operator: Air Taxi
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Cruise
Airspace: Class B BOS
ATC / advisory: TRACON A90
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Distraction; Confusion
Anomaly: ATC Issue All Types; 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 New Clearance
Contributing factors: Airspace Structure; Human Factors
Primary problem: Human Factors

Narrative: I had taken the position a few minutes prior and was briefed that Aircraft X was on an approach and had another approach request at a different airport. The weather was good VFR; and I was working both a feeder sector and the south satellite sector. When Aircraft X departed after the practice approach I radar identify the aircraft and verified his next approach request. This entire time; for some unknown reason; I did not realize that Aircraft X was on an IFR flight plan. I somehow assumed that with the good weather and the multiple approach requests that the aircraft was VFR. In thinking this I initiated a hand off to the next sector and issued a frequency change. I did not turn; climb or clear the aircraft to his next destination; again; because I was thinking the aircraft was VFR. My lack of action resulted in the aircraft being level at 2;000 feet in; or about to enter; an area with a 2;400 foot MVA (Minimum Vectoring Area). The controller of the receiving sector noticed this and initiated a turn and eventual climb and alerted me to the situation. As soon as I took the position my attention was focused on my feed to the final controller; as all of my aircraft had to be taken off the STAR to create the room final needed as we were only able to land one runway at the time and not the usual two. The short story is I did not recognize the control status that Aircraft X was under and failed to take appropriate action as a result. This event occurred because I did not have a thorough understanding of the traffic at the time I took the position. I need to take the extra few seconds in my pre-brief in the future to grasp this.




Synopsis: Boston Approach Controller reported they did not climb an aircraft on an IFR flight plan because they thought the aircraft was on a VFR flight and the aircraft flew below the Minimum Vectoring Altitude.
Date: 201305
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
ATC / advisory: Ramp ZZZ
Reporter organization: Air Carrier
Reporter function: Gate Agent / CSR
Human factors: Confusion
Anomaly: Ground Event / Encounter Aircraft
Detector: Person Gate Agent / CSR
When detected: Aircraft In Service At Gate
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Equipment / Tooling
Primary problem: Equipment / Tooling

Narrative: Auto leveler malfunctioned and did not alarm. Jetbride began rising on its own while auto leveler was in the ON position and no alarm was ringing.

Callback: The reporter stated that corrosion was discovered in some electrical component shorting the controls. The unnamed component was located outside of jetbridge control and accessible only to Maintenance Personnel. In this event a B757 was parked at the gate and the door hinges were damaged by jetbridge contact.



Synopsis: A jetbridge rose damaging a B757's door hinges after the auto leveler failed in the ON position because of corrosion in a control mechanism.
Date: 201812
Local time of day: 0001-0600
Location: BQN.Airport, PR
Flight conditions: Mixed
Light: Night
Aircraft: Medium Transport
Operator: Government
Operating under: Part 91
Flight plan: None
Flight phase: Landing
Airspace: Class D BQN
ATC / advisory: Tower BQN
Reporter organization: Government
Reporter function: Captain; Instructor; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Anomaly: ATC Issue All Types; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airport
Primary problem: Airport

Narrative: The runway lights at the BQN airport are set excessively bright at night. This condition results in excessive ambient illumination inside the aircraft that can produce glare that may cause uncomfortable squinting; eye tearing; and even temporary blindness during the landing phase. The airport is not equipped with a pilot control lighting system to adjust the runway illumination when the tower is closed.




Synopsis: Air carrier Captain reported excessive brightness of the runway lights at BQN airport.
Date: 201507
Aircraft: B737-900
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Aircraft component: Oxygen System/Crew
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 Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: First officer's O2 mask hose sprung a pressurized leak.  I had him disconnect the mask from its system supply hose to stop the leak and eliminate the possibly of an O2 fed cockpit fire. I further instructed him to swap out the 1st observer's O2 so he would have smoke protection as well as O2 in case of a decompression and to continue the flight to the destination.  I used my captain's emergency authority to perform these procedures.




Synopsis: When the First Officer's oxygen mask hose failed; the Captain directed him to replace it with an observer's mask so that the oxygen system would be available if needed.
Date: 201909
Local time of day: 1801-2400
Location: DEN.Airport, CO
Light: Night
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B DEN
ATC / advisory: Tower DEN
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Airspace Structure; Procedure
Primary problem: Procedure

Narrative: Night time. Pilot Monitoring. Visual Runway 16L Denver. Cleared for visual Runway 16L. ATC advised [other] flight on approach to parallel runway 'above and behind.' We reported aircraft in sight. Soon after I stated to Captain they were overtaking and rapidly descending. Received a descending RA (Resolution Advisory) and complied. Resolution was resolved and a second descending RA shortly followed. Recovery initiated including slight left turn to provide distance from encroaching aircraft. Recovery was reported to ATC and we advised approach would be continued. Best option at the time because RA commanded descent and go around would have been opposite resolution and climbed into other aircraft. After second conflict was resolved we received a third RA which commanded a climb. Go-around was initiated at this time.Occurred because [other] aircraft cleared for a visual on parallel Runway 16L was approaching at much higher rate of speed and excessive descent rate. This was clearly caused by encroaching aircraft excessive rate of speed and descent into our flight path. Although ATC protocol was probably within all of their parameters they (procedures) clearly don't take into account one of the aircraft on the arrival flying in the manner the conflicting aircraft was operating. An adjustment needs to be made here I believe.




Synopsis: A321 First Officer reported multiple Resolution Advisories on approach to land which eventually resulted in a go-around.
Date: 201412
Local time of day: 0001-0600
Location: JYO.Airport, VA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Gulfstream IV / G350 / G450
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class E JYO
ATC / advisory: UNICOM JYO
Second aircraft: Bonanza 35
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft RA; Person Other Person
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airport; Human Factors
Primary problem: Human Factors

Narrative: About 30 miles out we began listening to UNICOM at JYO on our 2nd radio. We heard one person in the pattern for 17 and an aircraft departing. We listened to the winds again and they were 040/4 kts. When we were about 20 miles out we asked the remaining aircraft in the pattern if we could switch the runway in use to 35 since the wind was out of the north. He said that was fine and after his next landing he taxied back to 35. There was another aircraft landing ahead of us. As we turned downwind for 35 they were turning base to final for 35. As we turned base an aircraft in the run-up block for 35 announced that an aircraft was departing 17 and not talking to anyone. We did not turn final. Instead we flew across the final at 1300 feet. We saw the aircraft and it started to turn our direction. We climbed to 1400 and then 1500 feet. The small aircraft never made a radio call and I do not think they saw us. We then entered overhead and left downwind to 35 again. We were watching for the other aircraft to see if they were going to remain in the pattern or depart. They departed and we landed without incident. I think the light wind contributed to this situation because the clam wind runway is 17. Winds were at 4 knots which a smaller aircraft might consider calm. I am thankful for the aircraft on the ground that discovered the bonanza taking off and made the announcement on UNICOM to us. Although it was clear; neither of us saw the small; brown aircraft until the aircraft on the ground announced it. I think a tower in this congested airspace/airport would be beneficial in preventing this situation in the future. Maybe if the other aircraft had done a radio check on UNICOM they might have noticed they were on the wrong frequency. I think we should have considered switching back over to Potomac and climbing back into the Bravo airspace more quickly.




Synopsis: Gulfstream IV Captain on a visual approach to Runway 35 at JYO; experiences an airborne conflict with a Bonanza departing Runway 17 without any announcements on UNICOM. Another pilot on the ground announced the departure; preventing a much closer conflict. The reporter believes that the Bonanza pilot was on the wrong frequency.
Date: 201910
Local time of day: 1201-1800
Location: CLT.Airport, NC
Flight conditions: VMC
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower CLT
Aircraft component: Flap Control (Trailing & Leading Edge)
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Workload; Time Pressure; Distraction
Second reporter function: Pilot Not Flying; Captain
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On out flight from CLT; the original weight and balance on the release was for northbound departures in CLT; however CLT was departing south that day. We elected to increase the thrust setting; and requested new TPS (takeoff power setting) data for Runway 18C. The new TPS indicated 24;000 DRY with a flap setting of 1. After taxiing out; we were told by ATC we had a wheels up time of about 25 minutes and were told to hold short of the runway on a parallel taxiway. We still had not received our load closeout; and had to contact operations. After receiving a load closeout; the ZFW (Zero Fuel Weight) had been increased due to over fueling so we requested a new TPS; which then indicated a flaps 5 setting. Around the same time; ATC had told us that our departure time had been moved up and to taxi to the runway. We changed the flap setting to 5 in the FMC but forgot to change the flap handle. Once airborne; on the initial climb out; we noticed what had happened. The flight continued without further incident.


Second narrative: We had a TPS (Takeoff Power Setting) for 22;000 reduced power; flaps 1. We elected to go 24;000 max flaps 1. Our ZFW (Zero Fuel Weight) increased 3;000 lbs. from originally planned. At some point we got a TPS for 24;000 max; flaps 5. I noticed this and told the First Officer; thinking he would put the flaps to 5. At that time ATC told us our takeoff time was pushed up. We took off with flaps 1; with flaps 5 programmed in the airplane. I noticed this shortly after we took off. We also had a TPS for 24;000 max flaps 1.I think this occurred because we had multiple sets of takeoff data; and probably a bit of task saturation.I always brief the First Officer that we don't rush anything; we make sure we are satisfied everything is right. We thought everything was right. I almost said; 'Let's park the brakes and review everything;' but did not. I don't think the event was drastically unsafe because our thrust setting was higher than required; but it was procedurally incorrect.


Synopsis: B737 flight crew reported distraction during departure that caused them to take off with an incorrect flap setting.