elihoole/asrs-aviation-reports huggingface dataset:
Date: 201407
Local time of day: 1201-1800
Location: EWR.Airport, NJ
Flight conditions: VMC
Light: Daylight
Aircraft: Medium Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B EWR
ATC / advisory: Tower EWR
Second aircraft: Helicopter
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Distraction; Workload; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft RA; Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Air Traffic Control Issued Advisory / Alert; Flight Crew Returned To Clearance; Flight Crew Took Evasive Action
Contributing factors: Procedure; Environment - Non Weather Related; Airspace Structure; Airport
Primary problem: Airspace Structure

Narrative: On final approach to 22L in EWR in visual conditions using ILS 22L for guidance in addition to visual cues. Approximately 4 miles out on final approach EWR Tower advised of a helicopter crossing below and ahead of us crossing right to left at or below 800 FT and the helicopter had us in sight. I was hand flying the aircraft. I never got visual contact with the traffic.  We received a TCAS alert and subsequent RA approximately 1;400 FT MSL advising us to 'level off.' I complied; leveled at approximately 1;300 FT and noted the vertical separation on the TCAS showed 500 FT. The 'Clear of Conflict' message was just a few seconds later and I noted my level off had put me roughly 2 dots high on the glidepath. Immediate corrections to the vertical profile put us back on the glideslope in short order and the remainder of the landing was uneventful.  Tower requested a call on the land line; which I did upon reaching the hotel. The ATC Controller advised me the helicopter was in the approved transit corridor at or below 800 FT. If that is true; then the glideslope to 22L would have put us at roughly 1;000 FT to 1;100 FT MSL over the corridor and we would have had vertical separation of roughly 200 FT to 300 FT; which doesn't seem sufficient.




Synopsis: An air carrier Captain on final to EWR Runway 22L had a TCAS RA with a helicopter which ATC advised was in a legal VFR corridor below 800 FT; but the Captain contended when on glideslope for Runway 22L traffic separation would be 200 feet-300 FT.
Date: 201306
Local time of day: 0601-1200
Location: ZJX.ARTCC, FL
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZJX
ATC / advisory: Center ZJX
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Private; Flight Crew Instrument
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: ATC Equipment / Nav Facility / Buildings
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: I was on Jacksonville Center on flight to Tupelo; MS. I wondered why I had not been handed off when Garmin G1000 moving map displayed we had entered airspace for Atlanta Center. [I] called repeatedly on the Jacksonville Center frequency with no response. [I] looked up frequency on Garmin for ATC - which listed Atlanta Center on 120.45. Called 120.45 and while talking to a Controller on that frequency heard a call on the Number 2 radio on Guard (121.5) to call Atlanta Center on 125.5; which I then did. Problem is poor radio reception on Jacksonville Center frequencies. I suspect they had been calling me to have me change frequencies to another Controller; but I could not hear them by the time they called. [I] had same problem 3 days later on return flight in same 100 - 150 mile area of flight: Jacksonville Center was not readable except with squelch turned up high at certain times (as I was prepared this time for the problem). Solution:  Get more transmitters or towers for Jax Center in Southwestern Georgia.




Synopsis: General Aviation pilot described multiple contact attempts with ZJX. The reporter suggested more ATC radio equipment be installed in Southwestern Georgia.
Date: 201909
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Airspace: Class B ZZZ
Aircraft component: Fire/Overheat Warning
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: Communication Breakdown; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Flight Cancelled / Delayed; General Maintenance Action; General Release Refused / Aircraft Not Accepted
Contributing factors: MEL; Human Factors; Aircraft; Procedure
Primary problem: Procedure

Narrative: The referenced aircraft was flown to ZZZ by another crew whereupon we were to receive the aircraft and use it to operate [the next flight]. The Number 2 engine fire detection/protection system had been degraded to a single loop status based on an undetermined malfunction having occurred earlier either in ZZZ1 or a prior station. I conferred with [Maintenance Control] regarding the MEL and it was made clear that no repair attempts would be made in ZZZ and that the aircraft could continue to operate in this degraded mode for as long as 10 days. I then contacted my Dispatcher and informed him that I would refuse the aircraft based on an unacceptably elevated and prolonged level of safety risk. While this is an MEL-able item; it is my position that extended operation of such an aircraft by the company is an unsound course of action and that the aircraft should not continue to pass through company Maintenance hubs without repairs being made. My Dispatcher concurred and supported my refusal decision. A brief conference call was made with [Maintenance Control] prior to my full refusal. Within five minutes of my decision; I was contacted by Chief Pilot who asked for an explanation regarding my refusal. I briefly offered same as stated above. Captain asked if I desired assistance from any fleet staff regarding my refusal decision to which I respectfully responded 'No; thank you.' During my brief conversation with Captain; I detected no support for my decision nor was I overtly criticized for my action by Captain.




Synopsis: B737 Captain reported that he refused an aircraft due to safety concerns over an MEL that was not being addressed for repair; but continued in service.
Date: 201409
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Aircraft component: Fuselage
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Routine Inspection
Result: General Maintenance Action
Contributing factors: Human Factors; Aircraft; Procedure
Primary problem: Procedure

Narrative: On preflight; First Officer noted 5 missing screws. Maintenance signed them off reflecting all had been replaced. During the postflight; FO and Captain noted one of the screws which had been signed off as replaced was missing. Photo taken on postflight of missing screw; but could not attach here using iPad. Advised maintenance of missing screw; repeat gripe.




Synopsis: B757 First Officer reports finding five missing screws during preflight and informs maintenance. Maintenance replaces the screws and signs off the log book. On post flight one of the screws is found to be missing.
Date: 201807
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Mission: Training
Flight phase: Landing
Airspace: Class G ZZZ
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Student
Human factors: Training / Qualification
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Upon landing; I lost control and come to a stop on a taxiway. After inspecting the damage I flew back to [departure airport]; I flew the rest of my cross country.




Synopsis: C172 student pilot reported a loss of control and runway excursion during landing.
Date: 201901
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Conflict Ground Conflict; Less Severe; Flight Deck / Cabin / Aircraft Event Illness / Injury; Ground Event / Encounter Other / Unknown
Detector: Person Flight Attendant; Person Flight Crew
When detected: Taxi
Result: Flight Crew Returned To Gate; General Flight Cancelled / Delayed
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Pushed back. Disconnected from the tug; pin and salute. Called for taxi; FO read back instructions and I turn on the taxi light and we started moving. I noticed from the right and employee bus coming at speed from right to left. I braked. The brakes didn't catch at first the ground was a little slick with de-ice fluid. The brakes did catch and the plane stopped quickly. I checked on everyone in the back and was informed [a] FA had fallen and needed medical attention. We contacted ramp and went back to the gate to get her medical attention. Bus never stopped when the taxi light was on and plane was in motion. Vehicles on the tarmac should give way when an airplane has its taxi light on and is under way.




Synopsis: A321 Captain reported abruptly stopping on taxiway due to employee bus cutting across in front of the aircraft.
Date: 201605
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 20
Light: Daylight
Aircraft: Cessna 150
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Reciprocating Engine Assembly
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Upon coordination with Approach Control; I was cleared to land on runway XX. At that time I had begun my descent from 3;500 ft MSL. I immediately noticed the change in the noise output of the engine; which raised an alarm. I checked my oil pressure; and engine temperature gauges; which verified my suspicion of an engine failure. I determined that I only had enough time to do a flow check; as to troubleshoot why the engine was not working. After concluding there was nothing I could do to get full power restored; I notified Approach I was diverting. I quickly calculated I didn't have enough potential energy to glide across the water. I then notified Approach I was going to land on the highway to my left (I was southwest bound). That was the last radio communications I had with Approach. I was able to use a phone to call a weather briefer; who then called Tower; to notify them I was on the ground; and no person or equipment was harmed.

Callback: Reporter stated that the engine continued to run during descent; but would not respond to the throttle and ultimately stopped before landing.



Synopsis: C150 pilot reported a significant loss of power during descent for landing. After determining that power could not be restored and that the airport was beyond gliding range; an off airport landing was accomplished.
Date: 201307
Local time of day: 0601-1200
Location: HSD.Airport, OK
Flight conditions: VMC
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Initial Climb
Airspace: Class E HSD
ATC / advisory: CTAF HSD
Second aircraft: Small Aircraft; Low Wing; 2 Eng; Retractable Gear
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Communication Breakdown; Other / Unknown
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: This [event] occurred departing with self announcing on the CTAF. On initial climb; approaching appropriate altitude to turn crosswind; I made my call for traffic right crosswind [Runway] 17 and moments later I heard a garbled announcement with unclear airport name then a clear announcement for right crosswind announcement. I made a second traffic right crosswind [Runway] 17 announcement. Clearing looks were done; and turned crosswind. Approximately 100 below TPA as we continued to climb; clearing looks were done left and right and I announced traffic right downwind [Runway] 17; Sundance. We turned right downwind and just leveled off when a green and white twin was directly in front of us. I nosed down to avoid impact and went under the belly of the twin. The pilot of the twin then got on the radio and said 'that was close.' The garbled call was the twin who took off after us from Sundance; overtook us in crosswind after coming from behind us; turned crosswind in front of our path and cut us off. The problem was caused simply by several factors. The twin pilot who took off after us failed to [make] clear announcements. The twin pilot should not overtake in the pattern. The twin pilot should allow proper takeoff separation and fly correct patterns.




Synopsis: PA28 pilot reports being over taken in the pattern by a light twin departing after the reporter; causing a NMAC.
Date: 201911
Location: EWR.Airport, NJ
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground EWR
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Airport; Procedure
Primary problem: Airport

Narrative: We received taxi instructions to cross Runway 22R at K; Taxiway P to cross the active Runway 29 hold short Runway 22R. Once we crossed Runway 29 and held short of Runway 22R; we realized due to the length of the aircraft that we were not clear of Runway 29. We advised the Tower and they cleared us to line up and wait Runway 22R hold short Runway 29 via Taxiway Z. As we began the turn to line up and wait; there was not ample room to line up and wait us immediately stopped. If we would have continued; we would have crossed the hold short line of Runway 29.




Synopsis: B777 First Officer reported due to aircraft size they were not able to remain clear of runway and taxiway.
Date: 202112
Aircraft: B737 MAX 9
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Aircraft component: Wheels/Tires/Brakes
Component problem: Design; Malfunctioning
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural FAR
Detector: Person Maintenance
When detected: Routine Inspection; Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Incorrect / Not Installed / Unavailable Part; Aircraft
Primary problem: Aircraft

Narrative: During the replacement of the #3 MLG Tire; I noticed that the #3 MLG Brake had cracks on the brackets. This is a very common problem.




Synopsis: Technician reported cracks on a MLG brake bracket were discovered during a MLG tire and wheel assembly change.
Date: 202004
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Oxygen System/Crew
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Attendant
When detected: Other Post Flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: While completing the pre-departure safety demonstration; I had my face mask on. During the portion of the demonstration where I had to demonstrate the correct use and application of the demonstration oxygen mask; my own face mask was still on while I was demonstrating how to use the oxygen mask. I realize passengers wearing their own masks could think it would be alright to put the oxygen mask over their face mask based on my incorrect demonstration.I went into my trip misinterpreting and misreading communication regarding face masks; which led me to think I would just need to wear my face mask throughout the flight without understanding that there are exceptions and appropriate situations during which to remove the face mask. While completing my safety demonstration; I do not think I realized I was wearing my face mask as I was demonstrating the use of the demonstration oxygen mask. I believe that I was also narrowly focused on keeping up with the demonstration rather than being situationally aware of the fact that I was still wearing a mask as I went into the oxygen mask demonstration.Looking back on this event; I realize I could have been more aware of myself and my surroundings. Before I started the trip; I simply thought that I would just need to wear my mask for the duration of my flights without comprehending that in certain moments of the flight; such as demonstrating correct use of the oxygen mask; that it would be appropriate to remove my mask in order to safely and accurately show its proper use. I plan to be more situationally aware; realizing that I may need to remove my mask for certain tasks. I will now remove my mask for the pre-departure demonstration in order to show how to properly use and wear the oxygen mask.




Synopsis: Flight Attendant reported wearing a personal face mask while demonstrating oxygen mask use during the pre-departure safety briefing. The Flight Attendant was concerned that passengers would think it would be acceptable to place an oxygen mask over a personal mask.
Date: 201506
Local time of day: 1801-2400
Location: MCI.Airport, MO
Weather elements / visibility: Thunderstorm; Turbulence
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E MCI
ATC / advisory: TRACON MCI
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Fatigue; Distraction; Confusion; Communication Breakdown
Anomaly: Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted
Contributing factors: Weather; Human Factors
Primary problem: Weather

Narrative: On our way to OMA we saw a line of thunderstorms sitting over the airport. We decided that the best course of action was to go to our alternate airport MCI. This decision was made with the help of radar and information from ATC. Apparently they have a different radar in dispatch since they said it looked good and that we should try to go in to OMA.I disagreed but my captain's decision now slowly changed. On our way into OMA we encountered moderate to borderline severe turbulence and decided to turn around and go to MCI.This is the second time in a short period of time that I have seen a captain make a good decision and then allow himself to be pressured into a bad one by dispatch. In addition to all that; when we were sitting on the ground in MCI; dispatch said that 'it is mostly popcorn clouds building and that we should have no problem getting in.'  I saved the radar picture on my phone because I could not believe what I was hearing. The airplane was written up for severe turbulence so we did not end up going.




Synopsis: An EMB-175 Flight Crew had decided to divert because of a line of thunderstorms over their destination airport. The Company Dispatcher talked them into continuing to their scheduled destination.  They encountered severe turbulence and then they diverted as they had originally decided.