elihoole/asrs-aviation-reports huggingface dataset:
Date: 202003
Local time of day: 1801-2400
Location: EVV.TRACON, IN
Flight conditions: VMC
Light: Night
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E EVV
ATC / advisory: TRACON EVV
Second aircraft: Helicopter
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Overcame Equipment Problem; Flight Crew Returned To Clearance; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: About 15 - 20 miles out from EVV we called the airport insight. Approach said they would clear us in about 10 miles. When we got closer and it looked as though we were approaching an aircraft that just took off from EVV. About the same time the First Officer was going to ask for a lateral deviation we received a TA then immediately RA went off monitor VS and then Desend. Additionally ATC announced the traffic at the same time we were responding to the Desend RA and that there was traffic 12'oclock and 2000 ft. We were at 2500 ft. and the aircraft was at our altitude. We responded to the RA and acknowledged the traffic and informed ATC we had a RA. It appeared we were within 300 ft of the helicopter when it passed off our left wing.We should have asked for a deviation when the helicopter turned towards us. I initially made the assumption the aircraft was climbing out and would be on top of us by the time it passed. And not that it was going to be a helicopter at our altitude. ATC should have announced the traffic when they didn't clear us for the approach. I don't know whether the helicopter was at fault or ATC; but this was way too close for my comfort.




Synopsis: CRJ-900 Captain reported an NMAC event while under control of Approach Control during approach with a departing helicopter.
Date: 201908
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: Marginal
Light: Daylight
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Flight Crew Diverted; General Flight Cancelled / Delayed
Contributing factors: ATC Equipment / Nav Facility / Buildings; Airspace Structure; Human Factors; Procedure
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: Aircraft X was flying an RNAV approach. There was weather and lightning in the southeast. I received a call from ZZZ Tower saying that they have lost power and were on backups. The lighting did not work at the airport and they were using other phones to talk to airplanes and the reception for those phones only worked about 5 miles out from the field. I was on the line with ZZZ Tower getting information and creating a plan for other planes going into ZZZ. They needed us to call all inbounds since they weren't receiving any information with the Tower's power shut down. A couple minutes after getting off the phone with ZZZ; Aircraft X calls up and says he had a lightning strike and was going to hold over a fix on the published approach or something along those lines; which is an IF (Intermediate Fix) for the approach.He said he wanted to head back up to ZZZ. I told him that ZZZ just called me and said their power went out. At the time; I did not have the approach pulled up and didn't exactly know where the fix was and didn't recall there being a holding pattern there but when he mentioned it was on the approach I wanted to double check. At the time; I told him there was high terrain to the east of him and that he climb to 12000 feet; with no delay through 9000 feet. He was at 5000 feet which was below the MIA (Minimum IFR Altitude) for that area. After pulling up the approach; there was no holding pattern at that fix so I told him to fly the published missed approach except maintain 12000 feet. After a few minutes go by; he told me he was over the fix and was doing the missed approach; so he never did do any holding over that fix and was flying the approach path. Once he was reaching 12000 feet; he said he wanted to divert now for his company's request. I gave him instructions to proceed to [diversion airport]. After the thought; I do not believe I ever radar identified him. He was ADS-B so I was looking at him. I do believe I did get an altitude out of him before I proceeded him to ZZZ1.




Synopsis: Center Controller reported a B737 encountered a lightning strike and executed a missed approach which placed them below the Minimum IFR Altitude.
Date: 201203
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 20
Aircraft: J3 Cub
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Ferry / Re-Positioning
Flight phase: Landing
ATC / advisory: UNICOM ZZZ
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Ground Event / Encounter Object; Ground Event / Encounter Loss Of Aircraft Control; Ground Incursion Runway
Detector: Person Flight Crew
When detected: Other Landing roll
Result: Aircraft Aircraft Damaged
Contributing factors: Human Factors; Weather
Primary problem: Ambiguous

Narrative: Aircraft was caught by a wind gust on landing rollout. The aircraft departed the runway and struck a runway distance remaining sign with the left wing.




Synopsis: The pilot of a J3 Cub lost control when the aircraft was buffeted by a wind gust on the landing roll. The aircraft exited the runway and the left wing struck a runway marking sign.
Date: 202109
Local time of day: 1201-1800
Location: ZZZ.Tower, US
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Helicopter
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: Conflict NMAC; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Unstabilized Approach
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Two helicopters at least one was a Law Enforcement Department were in a pattern for RW XX at ZZZ. We were cleared for the ILS XY and were on final below 1;000 feet AGL (?). We got an RA with a climb warning from one of the helos that was climbing into us. I disconnected the auto pilot and started a climb. The VSI showed a climb requirement of over 4000 FPM. Somehow the helicopter avoided us and by the time I stopped the climb we were no longer in a stabilized approach. We elected to go around. After we went white needles/Nav mode I noticed that we were not turning for the published missed approach. I disconnected the A/P and started the turn. At the same time ATC told us to turn to heading 210. Afterwards we realized that because I did not hit the TOGA button the A/P did not capture the missed approach. I think we missed the helicopter by less than 300 feet. the second approach was without issues.




Synopsis: CRJ-900 Captain reported a NMAC with a helicopter during approach and while flying the missed approach a track deviation occurred.
Date: 201403
Local time of day: 1201-1800
Location: SAT.Airport, TX
Flight conditions: VMC
Weather elements / visibility: Haze / Smoke; 10
Light: Daylight
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E SAT
ATC / advisory: TRACON SAT
Second aircraft: Small Aircraft
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Conflict Airborne Conflict
Detector: Automation Aircraft RA
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Airspace Structure; Procedure
Primary problem: Ambiguous

Narrative: During our initial approach to SAT; descending via the LEMIG 1 arrival; ATC issued us an amendment to our altitude to be maintained (first we were assigned 10;000 FT then 11;000); that was due to traffic (small aircraft). When we leveled off at 11;000 FT first we had a TA; followed by a RA to level off. We executed the procedure as prescribed; it just took a couple of seconds. We didn't notify ATC of the conflict because we were out of it (the RA commanded us to level off; the traffic seemed not to be able to keep the altitude very well; it was like 400 FT below us). As additional information the autopilot was engaged. The rest of the flight continued without any further incident. One of the contributing factors I think was that ATC was a little bit busy managing other traffic; also the lack of precision from the small aircraft pilot to maintain the altitude as assigned.




Synopsis: A320 First Officer describes a TCAS RA descending into SAT at 11;000 FT. Leveling off was the required action to avoid a VFR small aircraft.
Date: 201911
Location: ZZZ.Airport, US
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Human factors: Training / Qualification; Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Maintenance
Detector: Person Maintenance
When detected: Routine Inspection
Result: General Maintenance Action
Contributing factors: Logbook Entry; Procedure; Company Policy
Primary problem: Procedure

Narrative: Shift manager advised us; in the ETOPS office; today that Management could no longer stamp the 'Accomplishment reporting' of the last page of the ETOPS check. This is due to most members of Management not being fleet ETOPS qualified. Since manning the ETOPS office for 7 months; it's been customary that Management stamps the box in question and accomplish the associated transaction on [maintenance computer system]. Now I'm discovering Management was not qualified to stamp the box.




Synopsis: Technician reported that company policy had allowed ETOPS Pre Departure Checks to be signed off by non-ETOPS qualified personnel.
Date: 201507
Local time of day: 0601-1200
Location: L19.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: PA-28R Cherokee Arrow All Series
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Final Approach
ATC / advisory: CTAF L19
Second aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Situational Awareness
Anomaly: Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While on final approach to L19 Runway 30; a crop duster was seen landing on Runway 12. The duster was not using the radio; a landing light; or the normal runway in use. We saw each other about the same time and he made a right turn immediately after becoming airborne following the abort of his landing and I aborted my landing and made a climbing right turn. This is a county owned general use airport; not a private duster strip. If they want to land on 12 and take off on 30 to save time they need to at least use a radio.




Synopsis: PA28 pilot reported an airborne conflict on final at L19 with a crop duster aircraft that was on the opposite runway approach without announcing intentions.
Date: 201901
Local time of day: 1801-2400
Location: ZZZZ.Airport, FO
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
ATC / advisory: Tower ZZZZ
Aircraft component: ILS/VOR
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Distraction; Time Pressure
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Unstabilized Approach
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Overcame Equipment Problem
Contributing factors: ATC Equipment / Nav Facility / Buildings; Aircraft
Primary problem: Ambiguous

Narrative: ZZZZ; weather via ATIS was VFR. RWY XXL closed for maintenance/construction. Glideslope fluctuations occurring RWY XXR. Crew discussed the cautions of flying into ZZZZ. Terrain; Approach speeds; missed approach procedures for single and two engine and variable wind due to terrain. All crew members had been to ZZZZ many times before. Cleared for ILS XXR starting at 2000 feet 2 miles from FAF. Aircraft was configured gear down; flaps 25; speed 160 knots and autopilot on. I noted an amber AUTOPILOT on EICAS to FO (First Officer) who was flying the approach. When I looked at the Primary Flight Display; the green GS on FMA had an amber bar drawn across it. Flight Director had turned amber with full down deflection on it. I instructed the FO to maintain altitude. The [Relief Pilot] confirmed and repeated it to FO. Autopilot was disconnected. FO asked for FD (Flight Director) to be turned off. Flaps 30 selected. Approach continued with visual using VASI bars. Before Landing Checklist completed. Aircraft was in normal landing profile at 500 feet. Landed in the TDZE (touchdown zone). The First Officers; (all former Captains) and I with 100 plus years experience had not seen this event before. This might be a good training scenario.




Synopsis: B777 Captain reported a glideslope warning on final approach and continued using the VASI.
Date: 202112
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
ATC / advisory: Ramp ZZZ
Aircraft component: Cargo Compartment Fire/Overheat Warning
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Inspector; Lead Technician; Technician
Reporter qualification: Maintenance Avionics; Maintenance Inspection Authority
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Routine Inspection
Result: General Maintenance Action
Contributing factors: Aircraft; Procedure
Primary problem: Procedure

Narrative: On Date I was working a transit check on Aircraft X. I was doing the inspection of the cargo compartment and found that all the tape was missing from the joint between the sidewall panel and the ceiling panels. Both the forward and aft cargo compartments were missing the tape. The AMM (Aircraft Maintenance Manual) specifies that the joints require sealing tape for fire suppression. This has been an issue lately I have been finding. I found this on Aircraft Y on Date1 and Aircraft Z on Date2. There was another aircraft or two but I can not recall the nose numbers. I at first thought this was a one off situation but it appears to be more widespread of an issue. Some have just the ceiling joint but others have been missing sidewall seam tape also. This makes the aircraft not in compliance with the manual and a possible fire suppression issue as the compartment is not sealed.Possibly coming out of heavier checks incomplete as many of the compartments appear to have been redone in new tape and new panels. Much of the compartment is done and repaired but the ceiling seam is consistently missing.




Synopsis: Aircraft Mechanic reported upon inspection; a widespread problem of AMM non-compliance to tape joints for fire suppression on several aircraft cargo compartments.
Date: 201703
Weather elements / visibility: Thunderstorm
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Gate Agent / CSR
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown; Inflight Event / Encounter Weather / Turbulence
Detector: Person Gate Agent / CSR
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Weather; Company Policy
Primary problem: Company Policy

Narrative: The season for lightning is not [for a few months from now.] Customer service representatives are asked to operate jet bridge to aircraft during severe lightning. The aircraft is parked by a truck. The aircraft has NOT been chocked. The ramp is closed; no ramp personnel outside.Three agents were injured; when a jet bridge was struck by lightning [years ago]. It is unsafe to operate a jet bridge during severe lightning; for the agents; and the customers. The rational is that the jet bridge is grounded. I do not believe that is true; since three agents were hurt during a lightning strike years ago. With the severe lightning and wind; and the aircraft not chocked; the aircraft could move and damage both the jet bridge and the aircraft. It is much safer for the aircraft to be completely parked; chocked and the weather no longer a threat; before opening the door to the passengers. This would protect the customer and the agent operating the jet bridge during severe threat of lightning.




Synopsis: A Gate Agent reported being asked to operate the jet bridge to the aircraft during severe lightning.
Date: 201812
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Night
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
ATC / advisory: Center ZZZ
Aircraft component: Pressurization System
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Landed As Precaution; General Maintenance Action
Contributing factors: Aircraft; Procedure; Human Factors
Primary problem: Human Factors

Narrative: About 10 mins after leveling off at our final cruise altitude of FL360; we received a CAB ALT alert and warning. After donning our oxygen masks and accomplishing the appropriate QRH procedure; we determined that our altitude was uncontrollable and requested descent to 10;000 feet. After conferring with Dispatch; we [returned] to our origin airport.


Second narrative: Cruising at FL360; the CAB ALT light and master warning light and horn went off. I had turned the right pack off out of 4;000 feet MSL; so I immediately turned the right pack to AUTO as I simultaneously donned my oxygen mask and established crew communication. We accomplished the CABIN ALTITUDE or Rapid Depressurization checklist. The cabin altitude remained uncontrollable; so we descended to 10;000 feet. The company advised us to return to [departure airport]; which we did without further incident.


Synopsis: B767-300 flight crew reported returning to departure airport after experiencing loss of cabin pressure.
Date: 201706
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
ATC / advisory: Tower ZZZ
Aircraft component: Turbine Engine
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During landing roll we felt some bangs and shuddering coming from the right side of the aircraft. I initially thought we had blown a tire on the right side and upon slowing the aircraft and exiting on [the] taxiway we noticed Engine Fail annunciations for the right (number 2) engine. We stopped the aircraft; analyzed what we had and decided to shut down the engine. We ran the Engine Fail Checklist in the QRH and without any other abnormal indications we decided to taxi towards the gate.Enroute to the gate; we asked Tower if they noticed anything abnormal in the number 2 engine area and they said they noticed a very small trace of smoke. At that point; in an abundance of caution; we stopped the aircraft and asked for assistance from the Fire Department. I notified the Flight Attendants and passengers of our situation so they would not be alarmed to see fire trucks around the aircraft. The Fire Department checked out the engine and right side of the aircraft and said they noticed no fire; leaking fluids or any indications of damage. We decided taxiing to the gate with the Fire Department following us in would be the best and safest way to deplane our passengers. We shut down and deplaned passengers in an expeditious manner while Maintenance and the Fire Department stood by.


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


Synopsis: B737 flight crew reported the Number 2 engine failed at 90 knots during landing roll.