elihoole/asrs-aviation-reports huggingface dataset:
Date: 201812
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: Mixed
Weather elements / visibility: 10
Light: Night
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Oxygen System/Crew
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure
Primary problem: Procedure

Narrative: At cruise when the First Officer went to the lav; I pulled out my oxygen mask to put on; and the inflatable harness would not fully inflate. I could barely get the mask down over my face; with the size the mask was inflated. The three companies that inspect/overhaul the oxygen masks need to ensure the harness inflates to the specific size required by the manufacture and size the FAA certified it at. When I wrote this same issue up a few years back; [Company] disregarded my input and informed me that Maintenance inspects the mask a minimum of every six days. Unfortunately; Maintenance only removes the mask; and ensures the mask inflates within two seconds. Maintenance does not ensure that mask inflates to a specific size; or even fits over their head. I believe that Maintenance should inspect the two-piece oxygen masks to ensure that the harnesses inflate to the specific certified size. The three overhaul companies at the time did not verify the oxygen harness inflated to a set size. I am not sure if they do this today. If not; I question why this is not being done. If recent training is any indication; pilots are more likely to have a depressurization event than a V1 cut. I would request the specified distance from the soft rubber on the mask to the back of the harness; so I can know exactly if I should have the mask replaced. I would rather not be 'that pilot' that writes things up that do not need to be fixed. Since my first write up; I remove my mask every flight in non-compliance with the AOM; but was told I was allowed per the Check-Airmen I have asked. I have written up the harnesses numerous times to have them replaced. I am writing this [report]; as this is the second mask I had to replace in my last two pairings.

Callback: Reporter indicated that current overhaul procedures do not require that the oxygen mask harnesses inflate to a specified size.



Synopsis: B737-700 Captain reported the quick-donning oxygen mask harness did not fully inflate during cruise.
Date: 202008
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: North Crosswind; 8 kts.; 10
Light: Daylight
Aircraft: Luscombe Model 8/Luscombe 50
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Landing
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Training / Qualification
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was instructing a student in a Luscombe 8F. This was my first flight in this aircraft so I was flying in the left seat to get a feel for the aircraft. I flew the aircraft to the practice area where I performed maneuvers - slow flight; stalls; [and] steep turns - to get familiar with the aircraft handling and performance. [I] then proceeded to [the airport] and executed a 3-point landing without incident. After a short break we boarded the aircraft with [the student] now in the left seat. We taxied out and took off on Runway XX. We performed some pattern work and then headed back for [the airport]. We were cleared to land. Everything was going well with the landing after touchdown on the landing rollout. There was a crosswind from the north that [the student] was not correcting for. The right wing started to rise; causing the aircraft to veer to the right. I thought the ground speed was slow enough that I would give [the student] some time to correct. [The student] did not correct and the right wing went higher and the left tire blew from being side loaded as the aircraft veered to the right. In hindsight; I should have taken control of the aircraft to prevent the ground loop. Besides the left wheel damage there was not much else damaged on the aircraft. We then pushed the aircraft off the runway and towed it to parking.




Synopsis: Flight Instructor reported the student lost directional control of the aircraft during landing roll resulting in a ground loop and tire failure.
Date: 201402
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Service/Access Door
Component problem: Failed; Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Attendant; Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; General Declared Emergency
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: As we accelerated climbing thru 10;000 FT we felt and heard a vibration in the cockpit. All engine; hydraulics; electrical and pressurization indications were normal. There were no EICAS messages or warnings. The Lead Flight Attendant soon called and said there was a bad vibration at mid cabin. We began to slow the aircraft and stopped the climb at FL190. There was a deadheading 767 Check Airman and I ask the Flight Attendant to put him on the phone. I asked him what he was experiencing and he said the same thing the Flight Attendant did; bad vibration and noise. We elected to return to [departure airport] but first we needed to burn fuel to get to maximum landing weight of 198;000. We entered a holding pattern at 16;000 FT with gear down; flaps 1; airspeed 210 and APU running to burn the fuel down. The 767 Check Airman was allowed into the cockpit in case he could offer assistance. Operations; Maintenance; and Dispatch were all advised that we were returning; along with the flight attendants and passengers. We declared an emergency just in case something happened on landing. After parking at gate it was discovered that a cover on a heat exchanger had ruptured. An inspection door right in front of the compartment where the heat exchanger is located was gone. There was some damage to the compartment door where the heat exchanger was located and damage to the underside of the aircraft where the inspection door was beating on the aircraft until it blew off. I assume the door was the source of the vibration.




Synopsis: B757-200 Captain reported significant vibration after takeoff. Flight returned to departure airport where an access door was found missing.
Date: 201212
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Weather elements / visibility: Icing
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Airframe Composite Structure
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Aircraft; Weather
Primary problem: Aircraft

Narrative: We had deiced the wings and tail before takeoff due to ice build up on the horizontal stabilizer. Takeoff and cruise were uneventful. Sometime after start of descent we noticed a change in the sound of the aircraft. The sound was slightly more pronounced somewhere between FL330 and FL260. No abnormal flying characteristics were noticed. Once we transitioned to knots I accelerated the aircraft slightly to discover if the sound was related to speed. That was inconclusive so I returned to the normal descent profile. We selected flaps one at approximately 210 KTS and an uneventful approach and landing followed. During postflight I noticed apparently damaged structure protruding from the top of the starboard inboard leading edge slat. We lowered the slat to observe the extent of the damage and maintenance verified a rupture of the honeycomb on the trailing edge of the slat.This aircraft suffered a similar event with the port leading edge slat some months prior to this incident. A perusal of the internet brought to light other similar incidents with B757s where water freezes in the honeycomb material causing the failure of the slat trailing edge.




Synopsis: A B757-200 flight crew noted unusual sounds during descent. Postflight inspection identified a damaged honeycomb section of a leading slat suspected to be associated with frozen water.
Date: 201507
Local time of day: 0601-1200
Location: FRG.Airport, NY
Flight conditions: IMC
Light: Daylight
Aircraft: Gulfstream V / G500 / G550
Operator: Fractional
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZNY
ATC / advisory: Center ZNY
Second aircraft: B777 Undifferentiated or Other Model
Reporter organization: Fractional
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control; Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Ambiguous

Narrative: We experienced a significant wake turbulence encounter during our initial descent into FRG. We were approaching the beginning of the LENDY6 arrival; which originates at LVZ VOR and terminates at LGA VOR. Our crossing restriction was JENNO at FL230; we had the autopilot coupled on the VNAV flight path descending through the mid 30's with the autothrottles maintaining 320 KIAS. We were showing a few targets on the TCAS; but nothing out of the ordinary.We were in and out of thin clouds; so weren't spending much time looking outside. We were preparing to brief the planned approach into FRG when the airplane rolled violently 45-55 degrees left. I immediately disabled the autopilot and applied full right roll input. At about that same time; the airplane pitched down and we experienced what we estimate to be slightly less than 0.5 G. I applied gentle backpressure to normalize the loading and was able to level the wings as well. The pilot monitoring (PM) reported the occurrence to ATC; who informed us that we were descending 10 NM in trail of a heavy Boeing 777. We located the traffic on the TCAS; which was about 1000 feet below us and descending. I looked up and was able to acquire the 777 visually. I reduced our rate of descent to gain separation from his flight path and the PM went in the back to make sure everyone was alright. All five passengers had been seated; and while they were shaken; there were no injuries. Many items in the galley were displaced; but there was no damage. We proceeded to FRG and landed uneventfully.I feel like there should be some enlightening summary here; but we were flying a typical leg on a typical day in typical airspace. My understanding is that we had more than the required separation behind the 777. Other than not flying into busy airspace; I don't know that there was much we could have done differently to avoid the encounter. While situational awareness is critical; it's impossible to avoid following directly behind other airplanes. We were fortunate that everyone in back was seated; and some coffee stains were the extent of the damage. I guess it's just a reminder to maintain vigilance on even the most routine legs.




Synopsis: G550 Captain reported encountering 'significant' wake turbulence in trail of a B777 on initial descent into FRG.
Date: 201904
Local time of day: 1201-1800
Location: CLT.Tower, NC
Aircraft: Small Transport; Low Wing; 2 Turbojet Eng
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Climb; Takeoff / Launch
Airspace: Class B CLT
ATC / advisory: TRACON CLT
Reporter organization: Government
Reporter function: Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Communication Breakdown
Anomaly: ATC Issue All Types; Deviation - Altitude Undershoot; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert
Contributing factors: Airspace Structure; Procedure; Human Factors
Primary problem: Human Factors

Narrative: Aircraft X called Clearance Delivery while I was working and I issued 8;000 feet as the initial altitude. The pilot read back 2;000 feet and I did not catch the read back. Later in the shift; I was working the satellite position and noticed the Departure Controller issue a low altitude alert to the aircraft who I had earlier read the clearance (Aircraft X). After checking the tapes; the aircraft read back 2;000 feet on the clearance read back and also checked in at 2;000 feet with Departure. This was human error. I missed the read back. I have no recommendations.




Synopsis: CLT Controller reported he missed a readback while issuing a clearance which caused a departing aircraft to level off below the Minimum Vectoring Altitude.
Date: 201906
Local time of day: 0601-1200
Location: RCTP.Airport, FO
Flight conditions: VMC
Weather elements / visibility: 5
Light: Daylight
Aircraft: Widebody Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Taxi
ATC / advisory: Ground RCTP
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Taxiway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Pushed back and started. Called for taxi clearance. 'Taxi L2; hold short 23R.' I began taxi. I noted the signs that should have indicated L2 were white with no lettering. I could see my position on taxi chart; though and knew where I was. There was a Cat 2 line; but I was cleared to hold short of runway and weather was VFR. I taxi up to and held short of runway. FO (First Officer) switched frequency to Tower. The Controller answered and said' You were supposed to hold short of Cat 2.' I told FO that was not clearance and do not reply.We were eventually cleared for takeoff. On takeoff run; about 70 kt; Controller said 'Aircraft X; taxi to N9; etc'. I told FO we were cleared for takeoff and tell them. He told them we were previously cleared for takeoff. No reply. Very distracting. FO missed 80 kt. Call; V1 and rotate calls due to that. Remainder of takeoff went ok. Communications are very difficult in China; ROC; Hong Kong; due to poor [English] language skills of controllers and overall impressions that they lack situational awareness.




Synopsis: Air carrier pilot reported a runway incursion due clearance confusion and language barrier issues.
Date: 202006
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Parked
Second aircraft: Regional Jet 900 (CRJ900)
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation / Discrepancy - Procedural Weight And Balance; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural FAR
Detector: Person Other Person; Person Flight Crew
When detected: Other Post Flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was assigned to conduct a repo flight on a CRJ 900 which was coming out of maintenance.  Myself and the First Officer met with Maintenance staff on the maintenance ramp adjacent to taxiway A.  I spoke with several maintenance personal who confirmed there was nothing in cargo and that there was no need for a CLR (Cargo Load Report).  It was unknown to the flight crew at the time as to why the aircraft was being repositioned.  The flight was completed without incident.  Upon arrival to ZZZ1; I spoke with the crew that was operating the return flight to ZZZ.  It was ascertained that the original aircraft they were to use Aircraft Y  had a malfunction with the emergency lights.  At this point; we were notified by scheduling that we would be repositioning Aircraft Y back to ZZZ once it received repairs.  I happened to notice the Maintenance personnel in ZZZ1 was removing something from the cargo hold on Aircraft X.  I asked personnel about this and they stated that the 2 emergency light batteries that had to be replaced on Aircraft Y were on Aircraft X when we flew from ZZZ.  At this point I realized that we had cargo in the hold that we weren't aware of.  The total weight was 12 pounds.  Observed when arrived in ZZZ1. Maintenance not notifying the crew of cargo.  Not physically checking the cargo myself. In the future I plan on always checking the cargo hold myself if it is reported as empty.  'Trust but verify' would be a good lesson to take from this incident.  It would be helpful if Maintenance Control developed reporting procedures when parts are being transported on repo aircraft that would notify the crew to help mitigate inadvertent errors like this in the future.




Synopsis: CRJ Captain reported inadvertently transporting Dangerous Goods.
Date: 201204
Local time of day: 1201-1800
Location: OKC.Airport, OK
Flight conditions: VMC
Aircraft: B737-300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
ATC / advisory: Ramp ZZZ
Aircraft component: Brake System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer
Human factors: Human-Machine Interface
Anomaly: Aircraft Equipment Problem Critical; Ground Excursion Runway; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After landing; the Captain struggled to keep the aircraft on the runway. The aircraft pulled hard to the left [and] departed the left side of the runway. The Captain was able to turn back on the runway and exit the next taxiway. We had airport Operations look over the airplane. He said the aircraft looked fine and the tires were OK. We elected to taxi back to the gate. There were no injuries involved.There was something wrong with the aircraft to force it to swerve hard left.




Synopsis: For reasons not provided by the reporter the flight crew of a B737-300 was unable to prevent the aircraft from briefly exiting the runway on the landing roll before regaining control and returning to the hard surface. When an inspection by airport personnel identified no obvious problems the crew elected to taxi the aircraft to the gate.
Date: 201709
Local time of day: 1801-2400
Location: BOS.Airport, MA
Flight conditions: VMC
Weather elements / visibility: Rain
Light: Night
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower BOS
Aircraft component: Safety Instrumentation & Information
Component problem: Design
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Other / Unknown; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Other takeoff roll
Result: General None Reported / Taken
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: The new RAAS (Runway Awareness Advisory System) on the 777-300 will give two disturbing and distracting audio cautions when taking off on [BOS] Runway 9. We got an 'approaching 4L' caution followed by 'runway short' caution as we started the takeoff roll. This is VERY distracting; and I suspect a rejected takeoff will occur in the future on this 7000 FT runway...because of the audio cautions causing confusion.




Synopsis: B777-300 First Officer reported the Runway Awareness Advisory System alerts on takeoff from BOS Runway 9 are distracting and could potentially cause an unnecessary rejected takeoff.