elihoole/asrs-aviation-reports huggingface dataset:
Date: 201509
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Gear Extend/Retract Mechanism
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Upon rotation the Captain called 'gear up.' I reached over to retract the landing gear and the handle would not move past the 'OFF' position. I attempted to retract the gear three times and the handle remained stuck in the off position. We contacted departure and informed them that we would need a heading and altitude while we ran the QRH. I ran the QRH procedure for landing gear retraction that instructed us to hold the override button and the gear handle would still not move past the 'OFF' position. The Captain and I made the decision to return.... We informed ATC that we would need delaying vectors while we prepared for the approach. As we prepared; the captain attempted to set the AutoBrakes. The AutoBrakes would not set and we received the AutoBrakes EICAS message and ran that QRH as well. We texted dispatch via ACARS and never received a response. We felt that given the inability to retract the landing gear and experiencing an AutoBrakes failure; getting the aircraft on the ground was the safest course of action.... After briefing the approach; we informed Airport Rescue and Fire Fighting that we would be overweight and to keep an eye on the brakes as we were concerned with brake temperatures after landing given the high landing weight of the aircraft. The Captain flew the approach safely using automation and executed a firm but safe landing. We taxied to the gate without incident.


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


Synopsis: B757 flight crew were unable to retract the landing gear or arm Autobrakes; returned to departure airport and landed overweight without incident.
Date: 201301
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Dawn
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Chip Detector
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Commercial
Human factors: Communication Breakdown; Situational Awareness; Time Pressure; Training / Qualification
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Aircraft; Company Policy; Human Factors; Logbook Entry
Primary problem: Human Factors

Narrative: On preflight; when checking the Aft Equipment Bay for the first flight security sweep; I found the Left-Hand (LH) Chip Detector Light illuminated. Discussed the light with the Captain and because of the likelihood of a long delay in ZZZ; we elected to come to ZZZ1 and report the light 'On'. In ZZZ1; Maintenance found enough debris that the aircraft was removed from service to flush the oil system and recheck for debris. [Contributors]:1) There is no guidance for the flight crew regarding the chip detector. It is not part of the normal preflight inspection but the light is obvious if 'On'. Without guidance there is confusion as to whether this is something we should check or even be concerned about if it is 'On'. 2) The most common time to find this light 'On'; is during the first flight of the day preflight which is usually at an outstation. Due to the difficulty of getting Maintenance to the Outstation and the likelihood of a lengthy delay; it is difficult to convince myself; much less the Captain; that we should report the problem at the Outstation. This is the second time in the last two months I have delayed reporting the light 'On' to avoid delay at the Outstation. This is the first time out of six previous that required more than a simple cleaning of the detector. [Recommend that] clear guidelines for how the flight crew should react to the chip detector being 'On'; would prevent this in the future!




Synopsis: A First Officer reports departing with the Left-Hand (LH) Chip Detector Light illuminated on their CRJ-200 aircraft. Maintenance at a downline Station found enough debris in chip detector to remove aircraft from service. Pilot noted that unclear guidance on chip detector light and on-time departure pressures were contributors.
Date: 201210
Local time of day: 0001-0600
Light: Night
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Air/Ground Communication
Component problem: Design; Malfunctioning
Reporter organization: Air Carrier
Reporter function: Dispatcher
Human factors: Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Dispatch
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Took Evasive Action
Contributing factors: Company Policy; Equipment / Tooling
Primary problem: Equipment / Tooling

Narrative: Flight sent me a message requesting a phone patch with Dispatch and Maintenance. Per the SELCAL command; I was to use [a specific] frequency. I attempted to call that number in the new digital phone system and the patch would not connect. The phone rang like nobody was home. I disconnected and tried again with the same result. I tried 3 times without success. I sent an ACARS to the flight asking them to contact Commercial Radio and contact me via them. At that point; patch with Dispatch and Maintenance worked fine.




Synopsis: A Dispatcher was unable to contact a Company aircraft using the new digital phone system after the crew requested a Dispatch/Maintenance phone patch.
Date: 201507
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dusk
Aircraft: Aero Commander 100 Series
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Parked
Reporter organization: Personal
Reporter function: Pilot Not Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Human factors: Situational Awareness; Training / Qualification
Anomaly: Ground Excursion Ramp; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: Other Hand proping
Result: Aircraft Aircraft Damaged; Flight Crew Became Reoriented; General Physical Injury / Incapacitation
Contributing factors: Aircraft; Procedure; Human Factors
Primary problem: Human Factors

Narrative: Wheel chocked; non-pilot PAX in right seat instructed in fuel and mixture retardation; and brake usage. Hand-propped plane and RPM sufficient for plane to jump chock and depart ramp. Hand-propping pilot unable to gain entry into plane; plane took flight eventually; hand-propping pilot let go of strut and abandoned hope of entry into plane falling to ground. Plane got out of ground effect; nosed down; and struck dirt berm; flipping plane onto its back. PAX suffered multiple facial fractures. Not moving the plane to a place where tail could be tied down; and not tying the tail contributed to the accident. Reliance on non-pilot PAX to operate brake; retard throttle or mixture or turn the key off in a panic situation contributed to the accident. I will certainly never hand-prop another plane without taking more precautions (tying the tail) and giving more consideration of worst-case scenarios such as PAX panic factor impeding their action.




Synopsis: Commander 100 pilot reports briefing a non-pilot passenger on throttle; mixture and brake usage so the pilot can hand prop the engine. The engine is started and the aircraft jumps the chocks; the passenger freezes and the aircraft becomes airborne before crashing back to earth causing damage to the aircraft and injuries to the occupant.
Date: 201705
Local time of day: 1801-2400
Location: ZNY.ARTCC, NY
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZNY
ATC / advisory: Center ZNY
Reporter organization: Government
Reporter function: Enroute; Instructor
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Confusion; Communication Breakdown; Workload; Distraction
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: I was training my trainee at the High Side; Sector 75 when we were feeding the Low Sector; EWR and LGA arrivals to sector 91. The Low Side Controller was struggling big time and he was vectoring LGA arrivals all over the sky. He refused to shut us off but wanted everyone on a 180 heading on initial contact (normal route is heading 100). This went on for a very long time and eventually the 180 headings started to increase our workload to a point when it was unsafe because they were driving into 73's airspace. I screamed over at him; '[Name]; shut us off because we are not doing these 180 headings anymore'. Basically; I had to tell him how to do his job. We went into the hold; and eventually shutoff Cleveland Center and they started to hold LGA arrivals all because he jams himself and creates un-necessary workload. A couple of weeks ago; he put himself into a hold on his own; just to play catch-up; which doesn't makes any sense at all. This happens consistently on shifts [with] him. Usually; what happens when the supervisors find out something is going on; they turn the other way because it's no harm; no foul. This needs to stop.




Synopsis: ZNY Center Controller reported another Controller's continuous problems overloading a sector due to his performance.
Date: 201404
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft component: Landing Gear
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Flight Engineer
Human factors: Other / Unknown
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Gear Up Landing
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Diverted; Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Procedure; Human Factors; Aircraft
Primary problem: Aircraft

Narrative: FOLLOWING AN UNEVENTFUL CROSS COUNTRY FLIGHT; PLACEMENT OF LANDING GEAR SWITCH TO DOWN FAILED TO DEPLOY GEAR. GEAR DOWN LIGHT DID NOT ILLUMINATE; GEAR HORN SOUNDED WHEN THROTTLES WERE RETARDED. GEAR MOTOR CIRCUIT BREAKER WAS SEEN TO BE POPPED.  BREAKER WAS RESET AND THEN POPPED IMMEDIATELY.  ATTEMPTED TO EXTEND GEAR THROUGH EMERGENCY METHOD BUT WAS UNABLE TO CRANK GEAR DOWN.  THE GEAR EXTENSION CRANK WOULD NOT MOVE.  ELECTED TO DECLARE AN EMERGENCY; AND FLY TO WHERE THERE WAS MORE EMERGENCY EQUIPMENT AVAILABLE.  MADE APPROACH AND GEAR-UP LANDING.  PILOT AND PASSENGER EGRESSED THE AIRCRAFT AND CRASH CREW PUT FOAM OVER SMALL FUEL LEAK.

Callback: Reporter states that the aircraft is beyond repair and the fault with the landing gear will not be determined. The reporters research and discussion with mechanics indicates that if the up limit switches do not cut of the motor when retraction is complete; the gear can jam with the reported results.



Synopsis: BE55 pilot reports failure of the landing gear to extend to extend when selected down during approach. Gear motor circuit breaker was found to be tripped and was reset and immediately tripped again. Emergency gear extension is attempted unsuccessfully as the crank would not move. Reporter diverts to an airport with emergency services and lands gear up.
Date: 202001
Location: HDN.Airport, CO
Light: Daylight
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Operating under: Part 91
Flight phase: Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Airport
Primary problem: Airport

Narrative: The new location of FBO X is not depicted properly or accurately on the JEPP charts. In fact; Taxiway C is listed incorrectly as Taxiway B with no ramp or mention of an FBO or general aviation. Our company brief has notes about the new location of the FBO but we missed it...too much info buried in the brief to pick it out I guess. The FBO contacted us via UNICOM and pointed us in the correct location. From a standpoint of situational awareness and traffic flow with other airlines and GA airplanes; this JEPP chart needs to be corrected. Make the new location of the FBO more apparent in our company briefs and let's approach the FAA about getting this new facility information corrected ASAP.




Synopsis: Pilot reported errors in the airport diagram chart for HDN airport.
Date: 201703
Local time of day: 0601-1200
Location: ZLA.ARTCC, CA
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZLA
ATC / advisory: Center ZLA
Aircraft component: Antiskid System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Antiskid inop light illuminated during climb. Recent maintenance history included antiskid system maintenance. Consulted MEL and QRH. MEL prohibits dispatch to runway less than 7000 ft.; although that did not preclude us from continuing to SNA; where the runway is less than 6000 ft. Noticed that the brake pressure gauge reading had decreased to 2500 PSI from a normal 3000 PSI. After consulting with dispatch; I decided that the safest course of action would be to continue and divert to [a larger airport] due to my lack of understanding the problem completely. Normal; uneventful landing [followed].




Synopsis: B737 NG Captain reported diverting to an alternate with a longer runway after receiving an antiskid inop light in the climb.
Date: 202104
Local time of day: 1201-1800
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: VFR
Mission: Personal
Flight phase: Parked
Aircraft component: Fuselage Attachment
Component problem: Design
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness; Confusion
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Ground Event / Encounter Other / Unknown
Detector: Person Other Person
When detected: Pre-flight
Contributing factors: Aircraft; Incorrect / Not Installed / Unavailable Part
Primary problem: Aircraft

Narrative: A Cessna 172 was parked at the and we were to relocate it for storage and use by a relative. My friend requested I fly his aircraft with him as a passenger so we could visit his relative. I knew the FSDO had determined that my friend had been found in violation of some; unspecified to me; FAR's and revoked both his pilot and A and P license for a one year duration. My friend met me at the terminal and we walked to where the aircraft was tied down. My friend debriefed me as to some of the complications. The aircraft had been tagged by FSDO; as unairworthy. I never saw this notice. As was described to me; the notice indicated some brackets attached to the exterior bottom side of the fuselage must be removed. I was told a mechanic removed said brackets and did a log book entry of the removal. We spoke of his preflight and stated it was ready for flight. I did a pre-flight confirming the aircraft was ready for flight and the non conforming brackets had been removed. I was in the left seat and started the engine and received the ATIS; contacted Clearance Delivery. I then contacted Ground for taxi instructions and was told to standby; the aircraft remained stationary. An employee appeared to our right and gave hand signals to shut down. Which I did. Shortly; a vehicle arrived and a man approached the aircraft and engaged my friend in conversation. This was the FSDO offical. He requested my pilot license and medical; he took images of them with his cell phone. He and my friend discussed his concerns; which I then overheard. The fasteners that had attached the brackets were in violation and until the bolts were removed and rivets were reinstalled or the necessary paperwork was submitted and accepted by himself; the aircraft was grounded and unairworthy. FSDO stated they would not approve any application unless all of his concerns were addressed by Cessna or other recognized authority.  The aircraft was chained down; and we left the ramp.  I did not fly or taxi the aircraft. It never left the tiedown.




Synopsis: C172 pilot reported they were going to ferry an aircraft for a friend but while on the ramp a FSDO official approached them and told them the aircraft was not allowed to fly due to improper maintenance.
Date: 201404
Local time of day: 0601-1200
Location: ZLC.ARTCC, UT
Flight conditions: VMC
Weather elements / visibility: Turbulence
Light: Daylight
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZLC
ATC / advisory: Center ZLC
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Human factors: Human-Machine Interface
Second reporter function: Captain; Pilot Flying
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation - Speed All Types; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Exited Penetrated Airspace; Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Weather
Primary problem: Weather

Narrative: During cruise at the noted location we encountered moderate plus mountain wave turbulence. We seated the passengers. We were initially in the clouds and we made a PIREP of loss of 15 KTS airspeed. A few minutes later we exited the clouds and were on top of all clouds with clear day VMC conditions. We noted some rotor cloud activity ahead at our 10 o'clock position. It was initially smooth with winds around 30 KTS. We then encountered a series of strong mountain wave; winds aloft went up to 80 KTS and our airspeed gained 20 KTS (target + 20); then suddenly lost 50 KTS (target -30). We were within a couple of KTS of the yellow approach to stall speed and the altitude went up and down 300 FT. I believed we were very close to a potential stall and were ready to declare an emergency and [descend to a] lower altitude. After a couple of minutes it smoothed out. We [had come] within a few KTS of both overspeed and approach to stall speeds; however; no limits were reached. We reported this info to ATC; Dispatch; and Maintenance. Maintenance misinterpreted our call and wrote up an overspeed condition (VMO+20 KTS) which was not the case. We were only target speed (.82 MACH + 20 KTS).


Second narrative: 15 to 20 NM in front of the aircraft what looked to be a very large horizontal rotating core of wind and clouds; more than 40 NM in length; with shear separation occurring both above and below the core. Aircraft settled to just above the stall buffet; full max thrust being applied by myself; for 45 to 60 seconds; followed again by several more speed excursions. [The] cabin [was] checked for injuries and damage. None noted. Worst wave I have seen in 30 plus years.


Synopsis: A B777 flight crew reported significant airspeed and altitude variation as a result of weather and windshear.
Date: 201706
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-23-250 Aztec
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Aircraft component: Brake System
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private; Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe; Ground Event / Encounter Other / Unknown; Ground Excursion Runway
Detector: Person Flight Crew
When detected: Taxi
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Landed. Touched down on the numbers approximately 85 Kts. With idle power I noticed braking action was poor; however; air craft speed and remaining runway were deemed insufficient for a successful go-around; so I committed to the landing. Upon reaching the end of the pavement; with the mixtures off; I turned left into grass to avoid rocks and the ocean looming straight ahead. The aircraft came to a stop about 10 feet into the grass. Possibly partial brake failure.




Synopsis: A Piper Aztec pilot reported the brakes failed on landing.
Date: 201908
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Seaplane or Amphibian
Operator: Personal
Operating under: Part 91
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Main Gear
Component problem: Failed
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight; Taxi
Result: Air Traffic Control Provided Assistance; Aircraft Aircraft Damaged; Flight Crew Executed Go Around / Missed Approach; Flight Crew Landed As Precaution; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While landing on [Runway] XXL at ZZZ; a shimmy was felt on the right front landing gear right at touchdown. I conducted a go around and then attempted a second landing keeping the nose of the aircraft off the ground as long as possible. When clearing the runway the airplane seemed to be leaning to the right. I contacted the Tower and they informed me that the right front landing gear had collapsed. I positioned the airplane on taxiway and shut down the airplane. On inspection; the right front landing gear had collapsed. No other damages were observed.




Synopsis: Experimental Amphibian Pilot reported right front landing gear collapsed on landing.