elihoole/asrs-aviation-reports huggingface dataset:
Date: 201704
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Night
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Parked
Aircraft component: Pneumatic Valve/Bleed Valve
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Lead Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Training / Qualification; Situational Awareness; Fatigue; Confusion; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Maintenance
Detector: Person Flight Crew
When detected: In-flight
Result: General Maintenance Action
Contributing factors: Aircraft; Human Factors; MEL; Procedure
Primary problem: Human Factors

Narrative: After successfully deferring Left Engine Thrust Reverser; crew reported Left Engine Thermal Anti-Ice EICAS Status message. I reported problem to my maintenance supervisor and he assigned 3 other mechanics to help me with the deferral. Maintenance Control decided the best course of action was to defer the left thermal anti-ice valve to MEL in the open position. The MEL has you comply with 2 additional MELs; 1 Cat downgrade and several procedures to be complied with.After deactivating the nose cowl thermal ant-ice valve in the open position the MEL has you open both Engine fan cowls and thrust reverser halves and lock the HPSOV (High Pressure Shut-Off Valve) in the closed position per maintenance procedure. The procedure only references a picture of the valve. By mistake we locked the PRV (Pressure Reducing Valve) in the closed position by accident. This valve is located just above the HPSOV. The aircraft departed. When the aircraft landed the pilot reported they had no Left Engine Bleed air.One thing I would also comment on is our MEL does not have any page numbers making it confusing and easy to make a mistake when you have such an involved deferral with multiple maintenance procedures and bounces you all around the manual making it easy to miss something. This is something that bothers most AMTs. With the pressure of making service; the confusion of the MEL; 4 mechanics working on the same job and fatigue all added to the problem.




Synopsis: Maintenance Technician reported when they deferred a nose cowl anti-ice valve on a B767 they mistakenly locked-out the incorrect valve.
Date: 201812
Local time of day: 1201-1800
Flight conditions: VMC
Aircraft: Citationjet (C525/C526) - CJ I / II / III / IV
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Flight phase: Cruise
Aircraft component: Autopilot
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control; Flight Crew Returned To Clearance
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: In cruise flight at FL290. Approaching fix and aircraft started what appeared to be a smart turn; but the rate of roll started increasing beyond 30 degrees and the aircraft started descending. Aircraft lost approximately 400 feet before we could get the autopilot disconnected and hand fly the aircraft back to the correct altitude and back on course. ATC never asked any questions but did give us a crossing restriction for a future fix. Not sure ATC was even aware. Re-engaged autopilot and no other occurrence.Not sure anything could have stopped the occurrence; we both grabbed the controls once the roll kept increasing. Everything on the FMA showed all modes were set correctly.




Synopsis: C525 Captain reported the autopilot rolled the aircraft into a 30 degree bank and descended.
Date: 201605
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna 170
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
Reporter organization: Personal
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Ground Event / Encounter Ground Strike - Aircraft; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airport; Human Factors
Primary problem: Airport

Narrative: I was instructing a student pilot/owner in his Cessna 170B; doing grass field landings at several local strips. I had the student do an overhead recon to [a nearby field]. As we crossed over mid-field on the grass runway; the student entered a left down-wind pattern to land to the northeast. The runway was on his side (left) of the aircraft as we maneuvered.The student crossed the tree-lined river that borders the southwest end of the strip on airspeed and slightly high with sufficient runway to stop. After touchdown on the main gear and while rolling out I observed an area of high grass (the rest of the strip appeared to have been recently mowed) about 100-200 feet in front of us with a narrow path mowed around the high grass to the left.I had not been able to observe the high grass as we flew overhead due to my position in the right seat. I started to steer the aircraft toward the mowed pathway but entered the tall grass and we immediately began to decelerate. I took control of the aircraft; applied full aft yoke to hold the tail down and full throttle; trying to power out of the tall grass to the mowed area beyond. The aircraft came to a stop in a tail-high attitude with the nose resting on the ground. After completing the shutdown of the aircraft; we exited to find ourselves in deep mud as the high grass was a very wet swampy area. There was no markings such as tape or signs or any barriers to denote the hazardous condition of that part of the runway.In retrospect; I should have had the student position the aircraft as we did the overhead recon so that I would have been able to view the entire runway to evaluate its condition. I feel the airstrip owner bears some responsibility for not having marked the hazardous part of the runway. The local aircraft operators may have been aware of the hazards but someone not intimately familiar with the strip could fall prey to the same situation.




Synopsis: C170B Instructor Pilot reported the aircraft nosed over following a landing on a marshy grass field.
Date: 201812
Location: ZZZ.Airport, US
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Communication Breakdown
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
When detected: Taxi
Result: Flight Crew Became Reoriented
Contributing factors: Environment - Non Weather Related; Equipment / Tooling; Human Factors
Primary problem: Ambiguous

Narrative: Flight on the ground early with no call. As we were getting into position; agent had walked over to the truck to get them to move the truck. No one was in the truck. Ramp had notified [driver] just before to move the truck when they saw it. The Aircraft was still approaching because the pilot was watching the self-park light [which was] green. [One ramp worker] attempted to stop him but they did not see him so [another ramp employee] ran out in front and they still were watching the green light. Finally; [the ramp employee] threw his glove at the windshield to get their attention. That is when the aircraft made an abrupt stop. The truck was moved and the flight blocked in. This aircraft had winglets.




Synopsis: Ramp employee reported a truck was in the ramp envelope area while an aircraft taxied in with the self-park light showing green.
Date: 202008
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Initial Climb
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Reciprocating Engine Assembly
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Second reporter function: Pilot Not Flying; Instructor
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Departure Airport; Flight Crew Landed in Emergency Condition; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Me and a Flight Instructor were planning on taking Aircraft X; a Cessna 172S; to go practice some commercial maneuvers in the southeast practice boxes I was the PIC for this flight. ZZZ was the departure airport. After start-up; we taxied to the north run-up with no issues. A run-up was completed with no issues or negative signs; and the 'Before take-off' checklist was completed and a takeoff briefing was completed.  We were cleared for take-off XXL and 'fly straight out'. A short field take-off was performed for this particular take off. Adequate RPMs were present and all engine gauges were in the green. the take-off was performed and on the climb out the flaps were raised. at about 700-800 AGL (just about over A16) the RPMs dropped about 400RPMs for about 4 seconds and the nose began to pitch down. Adequate RPMS returned after about 4 seconds and we kept the climb going. I Immediately called 'Aircraft X mayday mayday we're getting some engine roughness were going for Runway XY' and began turning to the east to make a left downwind for Runway XY. ATC did a wonderful job of helping us handle this emergency/clearing traffic off the runway. We were cleared to land Runway XY quickly. We landed the aircraft safely and cleared the runway with no further issues. A squawk was written up for the incident and the plane was grounded so that Maintenance could investigate.


Second narrative: On initial climb out from Runway XXL at ZZZ with a commercial student.  At approximately 800 feet AGL we had a significant engine hesitation. Student [advised ATC] immediately turned left to enter a downwind to Runway XY.  We landed without further issue on Runway XY and the engine did not fully quit.  Grounded the airplane.


Synopsis: C172 flight crew reported engine power loss on takeoff; resulting in an air turnback.
Date: 202103
Location: ZAB.ARTCC, NM
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZAB
ATC / advisory: Center ZAB
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: GPS and radio signals very intermittent when approaching and flying through this area.  We could hear ATC when we received ACARS requesting frequency 133.45 but obviously missed them handing us off to next sector.




Synopsis: Air carrier First Officer reported while flying through an area of poor GPS and radio signals they missed an ATC frequency change.
Date: 201512
Flight conditions: VMC
Weather elements / visibility: Turbulence
Aircraft: B747 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Human factors: Workload; Confusion
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Aircraft; Human Factors; Weather
Primary problem: Ambiguous

Narrative: Preflight forcast indicated numerous horizontal shears and areas of moderate turbulence across the Pacific.  Dispatch provided information available at the time.  Normally; I am able to get real-time graphic updates via aircraft WiFi; WSI updates on our iPad EFBs; and or ACARS Dispatch notes.  Today; as is becoming the norm; WiFi was inop on this aircraft.  Dispatch provided at least 5 turbulence advisories as we proceeded along [our] route of flight.  These advisories are generated by WSI and are in a format that includes 'boxes' delineated by points defined by Lat/Long and or by Fix/bearing/Dist.  This particular flight I received three moderate turbulence advisories issued almost simultaneously that included; between the three;  THIRTY-THREE fixes.  One advisory [used] 18 fixes to define the advisory area.  The fixes included a mix of Lat/Long and P/B/dist fixes.  It took an inordinant amount of time; and was a major distracting factor; to digest; plot; and react to the textual information provided by WSI.  The first issue was the sheer number of fixes.  I believe a useable 'Box' can be defined with 4-6 points.  WSI's attempt at accuracy is not a positive factor in the ultimate safety of the operation; because it requires much time to digest and plot; electronically on the map display; or on the paper plotting chart.  I actually was exiting an area of the turbulence advisory; before I realized it applied to my route of flight.  Another major issue with the useability of the fixes is that it is simply not possible to electronically depict more than two Fix/Bearing/Dist. points on the Map Display electronically.  I queried Our dispatcher and he expressed some mutual frustration in the format of the WSI advisories.  He even indicated that changes were requested from the dispatch end of the information flow - with no result.  This is my attempt to express 'End-User' frustration with the quality of these advisories.  I believe turbulence is one of the FAAs and the company's 'Hot Items'.  Let's get this fixed.




Synopsis: B747 Captain laments having to plot numerous latitude and longitude fix's to define an area of turbulence when graphical updates are not available for some reason.
Date: 202102
Local time of day: 0601-1200
Location: BUF.Tower, NY
Flight conditions: VMC
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C BUF
ATC / advisory: Tower BUF
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Human-Machine Interface; Situational Awareness
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 Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: Was cleared visual approach [Runway] 23 / asked to turn short final inside of GS Intercept Altitude for traffic. Changed Alt Select from 2;300 feet to 1;500 feet and selected VS (Vertical Speed) descent of 700 rpm to get below GS. Descending below 1;800 feet or so; received Low Altitude Alert from ATC / Tower. Deactivated AutoPilot; added power and initiated climb to intercept GS.ATC Low Altitude Alert followed later (approximately 5-10 sec of 'Glideslope' call-out from GPWS.Two causal items: short turn to final / cleared for visual approach at altitude that would put us above glide slope; so selected lower altitude and initiated descent. Second causal item was over aggressive selection of Altitude Select to 1;500 feet . . . In retrospect should have selected something like 1;900-2;000 MSL given field elevation of 700 feet.De-selected AP and climbed to 2;000-2;100 feetWe actually discussed not accepting a short turn to final as part of approach briefing . . . When cleared for the visual; initially turned right to extend final leg; but then was asked by ATC to turn to a left heading given other arriving traffic behind us. In retrospect; could have indicate unable; but that seemed unnecessary given overall regime; weather; etc. Second suggestion would be to double-think / exercise caution in selecting an altitude above the DH but below the FAF / GS Intercept Altitude.




Synopsis: Air carrier F/O reported receiving a low altitude alert from ATC on approach to BUF.
Date: 201304
Local time of day: 0601-1200
Location: 8D3.Airport, SD
Flight conditions: VMC
Light: Daylight
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
ATC / advisory: CTAF 8D3
Reporter organization: Air Taxi
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Procedure; Weather
Primary problem: Ambiguous

Narrative: Many hazards at the Sisseton; SD airport that need to be corrected: First; snow removal was done poorly. Large drifts up against the runway and on the runway itself. Second; snow piled on taxiways. Taxi lines lead directly into large snow banks. Third; snow piled on east side of the runway directly across crime the taxiway. Fourth; windsock is torn and mostly useless. Fifth; snow that is knee to waist deep [was] on the runway itself ([Runway] 34 approximately halfway down on the west side; 4-6 FT of the runway width. Sixth; taxiway and runway lights covered with snow. Lastly; inaccurate field condition NOTAMS still reported from 3 weeks ago. While there has been a lot of snow in the local area; the runway needs to be cleared better or just closed. It was hairy landing during a clear sunny day. It would be dangerous at night or anytime with reduced visibility.




Synopsis: Pilot reported that piled and unplowed snow on the Sisseton; SD (8D3) runway and taxiways made operations hazardous and the field condition NOTAM was three weeks old.
Date: 202002
Location: DEN.Airport, CO
Light: Night
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B DEN
ATC / advisory: TRACON D01
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Workload; Situational Awareness
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Wake Vortex Encounter; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance; Flight Crew Became Reoriented
Contributing factors: Procedure; Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: I take full responsibility for this error. When we left the gate I felt alert and ready to accomplish the last flight of the night. We had already been delayed due to ATC constraints and weather in DEN. In these weather conditions everything takes longer. Taxiways were slippery so we had to taxi slowly. Deice took some time and the frequencies were congested; so afterward Ramp took our flight number and promptly forgot about us leading to us being three aircraft behind where we should have taxied out. This isn't a factor but was frustrating. We taxied to 16L and took off after almost an hour from push. We took off in LNAV and VNAV putting FL230 in the window instead of 10;000'; which we would have put in previously for the hold down. I mentally noted the 10;000' level off. Shortly after takeoff in snow; low visibility and high traffic conditions; we hit wake turbulence. It wasn't super significant but it was enough that I was thinking about it beyond its finish and I shouldn't have. I opted to hand fly (biggest mistake). As we reached 10;000'; I was hand flying and following the command bars; we got a TCAS TA and I slowed the climb still remaining on or just below the command bars with LNAV/VNAV and autothrottles on; but hand flying. I looked at my altitude and saw 10;300' and finally remembered that we had a hold-down. I returned to 10;000' while simultaneously hearing ATC ask about our altitude and then giving us a number to call. I have not had an altitude deviation in my career previously. The main factor that could have prevented this was using the appropriate level of automation. After the wake turbulence encounter I should have turned on the autopilot and managed the automation freeing my attention to reference the SID and remember the 10000 ft hold down. Distractions and alertness were contributing factors but could have been better managed.




Synopsis: B737NG First Officer reported overshooting an altitude restriction while hand flying climbing out of DEN after being distracted by a wake turbulence encounter.
Date: 201907
Flight conditions: VMC
Aircraft: B737 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; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Distraction
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: After starting engines and receiving the salute there was an issue with the temperature in the FMC (Flight Management Computer) dropping out causing auto throttle to trip off. F/O (First Officer) reloaded performance data and we armed the auto throttle. I then called 'after start checklist' without calling 'set flaps 1; after start checklist '. I noticed during taxi and before the before takeoff checklist that flaps were not set and I called for flaps to be set to 1 and we discussed what happened and how we became distracted. Everything proceeded normally after that.




Synopsis: Flight Crew flying 737 aircraft missed 'Set Flaps 1' callout after pushback.