elihoole/asrs-aviation-reports huggingface dataset:
Date: 201910
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Baron 58/58TC
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Descent
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Gear Up Lock
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Flight Engineer; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During descent I heard a 'soft bang' and felt a thump. Thought perhaps it had been a bird strike or landing gear door malfunction. I reduced airspeed and shortly afterwards noticed the red 'Gear in Transit' light was illuminated. Slowed further to well below Vlo and extended the gear with the normal system. Green lights for L & R main gear; none for the nose and in transit light remained illuminated. Flew by the Tower at 300 ft. AGL with their permission and they reported gear appeared normal. Departed the pattern to consult POH and completed the prescribed emergency extension procedure. Still no green light on the nose. Requested emergency personnel and equipment meet us on the runway and returned for landing. Normal touch down; landing and roll out. Stopped adjacent to the emergency equipment and shut down. Released the emergency crews and inspected the gear; no obvious anomaly and requested tow to the FBO. Subsequent investigation revealed broken bolt between nose gear actuating rod and nose gear drag brace.




Synopsis: Baron 58 pilot reported an indication that the nose gear was not locked resulted in a precautionary landing.
Date: 201910
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Large Transport
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 Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel; Person Other Person
When detected: Taxi
Result: Flight Crew Returned To Gate; General Flight Cancelled / Delayed; General Maintenance Action; General Work Refused
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Prior to pushback our paperwork said no dangerous goods loaded in cargo bin; as we are conducting the pushback; the tug driver advises us that the ground crew put some dry ice in the cargo bin. I discussed with him that we don't have the appropriate paperwork for it and it said no dangerous goods being added prior to pushback. The tug advised that they were working on getting the paper work which we needed to depart.  We get a message through ACARS from our dispatcher to return to the gate. We receive a new clearance to taxi to a gate; once we arrive the ground handlers removed the dry ice from the cargo bin. The whole process delayed our flight 2 hours and 30 minutes to get everything situated appropriately.




Synopsis: Captain reported receiving notification of undocumented Dry Ice on board; which resulted in a gate return.
Date: 202108
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Other unknown
Flight phase: Cruise
Aircraft component: Engine
Component problem: Failed; Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Troubleshooting; Situational Awareness; Workload; Time Pressure; Distraction
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Clearance
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Landed As Precaution; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After leveling at FL 330 we heard a loud bang and the number 2 engine failed. We [advised ATC] and received a clearance to return to ZZZ. After accomplishing the Engine Failure and Shutdown QRH and the Engine In-Flight Start QRH the number 2 engine restarted. We proceeded to land in ZZZ at a weight of 124.1. After landing we requested ARFF to follow us to the gate.


Second narrative: Number 2 engine failed during climbout at FL 330. We [advised ATC]; ran the appropriate QRH Checklists; and diverted back to ZZZ.


Synopsis: Air carrier pilot crew reported at cruise altitude the number 2 engine failed. The crew was able to restart the engine and then returned to the departure airport.
Date: 201811
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Weather elements / visibility: Cold and Windy
Light: Night
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Cowling/Nacelle Fasteners; Latches
Component problem: Improperly Operated; Malfunctioning
Reporter organization: Air Carrier
Reporter function: Lead Technician; Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Time Pressure; Distraction; Communication Breakdown; Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Returned To Departure Airport; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Human Factors; Procedure; Staffing; Weather
Primary problem: Human Factors

Narrative: An Airbus A320 departed ZZZ in the early morning hours and encountered an event in which the fan cowls separated the #2 engine. Prior to that this; Aircraft X had an overnight maintenance visit which included routine and non-routine work; the focal point of this summary is the #2 engine. The following is a brief summary. Myself and another tech were working #2 engine; that included an oil lube unit filter check; I.D.G differential pressure indicator check; [and] also an igniter change (2 per engine).The conditions for this night is cold; windy; poor lighting and disruptive. In the course of the overnight maintenance visit; the aircraft was positioned at the remote pad. Just prior to completing the task at hand on the #2 engine; the ground crew needed the aircraft to be repositioned to gate. In order to accomplish this; any work being done to Aircraft X [was] ceased and [we] proceeded to prep the airplane for movement which included the closing of #2 engine 'C' ducts and #2 engine fan cowls; this caused a workflow disruption. Upon arriving at gate; the plan was to continue work on engine 2; however; I was immediately tasked with assisting another tech/Lead in the installation of the #2 TCAS antennae which is located on forward upper half of the fuselage. Upon completion of this task; Aircraft X is down to paperwork activity; I had no further involvement with Aircraft X and proceeded to the office. At this time; the aircraft is being readied for flight by various ground personnel. The incident; which occurred shortly after take-off; by where the fan cowl(s) separated engine #2 after takeoff and successfully returned to the field. The fact that the fan cowl latches and thrust reverser latches may have been not completely latched is the issue; however; this was missed by Maintenance and flight crews during final walk around.




Synopsis: Maintenance Technician reported the engine cowling departed the aircraft after takeoff; likely due to the cowling not being properly latched.
Date: 201905
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel; Person Other Person
When detected: Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Union representative just [notified] me. The Hazmat for the flight was on hold. I called [Load Planning] to release the hold and also asked her if she was going to do it because they were about to push the flight. We surround the Hazmat with the 15 bags like we [are] supposed to. I was able to close the flight without panic.




Synopsis: Air carrier ramp personnel reported communication breakdown with Load Planning regarding Hazmat cargo.
Date: 201807
Local time of day: 0001-0600
Location: OAK.Airport, CA
Flight conditions: VMC
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Landing
Airspace: Class C OAK
ATC / advisory: Tower OAK
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Procedure

Narrative: On 4-mile final to OAK Runway 30; Tower gave [another air carrier] clearance for an immediate takeoff - expedite. We had already been cleared to land before Tower cleared him for takeoff. He got airborne as we were passing about 350 ft. After touchdown and before the nose was lowered we began to drift left with the nose swinging left. I applied up to full right rudder with little effect. Only after the nose wheel was down were we able to correct back to centerline. I suspect we were caught in some type of turbulence from the departing aircraft.Oakland Tower put us in one of the most dangerous situations we can be in. On short final with an airplane cleared for takeoff. We have an aircraft that might still be on the runway preventing us from landing. If we go around; we have a conflict with the now departing aircraft. Plus; after landing we have to contend with the wake of his full power thrust. This is one situation where there are no good options.Tower should use more appropriate spacing between arriving and departing aircraft. The Controller knew it was going to be close; so he threw in 'expedite'.




Synopsis: MD-11 Captain reported encountering jet blast from an aircraft taking off on the runway they were landing on and they felt the spacing was too tight for safety.
Date: 201605
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: Marginal
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
ATC / advisory: CTAF ZZZ
Aircraft component: Landing Gear
Component problem: Improperly Operated
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Situational Awareness
Second reporter function: Other / Unknown
Anomaly: Ground Event / Encounter Gear Up Landing
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While performing a simulated engine failure and landing the gear was not extended which resulted in a gear-up landing. The gear warning horn was working properly. Poor checklist usage resulted in the gear up landing.


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


Synopsis: C172RG instructor and back seat observer reported landing with the gear retracted.
Date: 201409
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Situational Awareness; Confusion
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Rejected Takeoff
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Single runway operations.  I was correcting back to centerline due to a yaw created by the left engine slow to spool.  There was a radio call; presumably from an aircraft on the parallel taxiway that stated 'departure roll; nose gear'; the capt and myself noted it and continued the takeoff.  A few seconds later the tower stated the same thing; at this time the capt elected to abort the takeoff.  We thought the abort speed was around 65-70 knots; it was not until they notified me that the actual speed was 103.  We taxied clear and to the gate without incident.




Synopsis: A B737-800 left engine was slow to spool which caused a yaw and the nose wheel to turn; so the takeoff was rejected. Crew was later notified the reject speed was 103 knots.
Date: 201911
Local time of day: 0601-1200
Location: JFK.Airport, NY
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class B JFK
ATC / advisory: Tower JFK
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Distraction; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Today I was the pilot flying to JFK. We briefed the approach prior to descent and discussed the gusty wind conditions and high cross wind (320/24G33) for landing runway 4R. The initial portion of the approach was uneventful and we were slowing and configuring appropriately. Approaching the FAF; Tower told us to slow to final approach speed as we were gaining on the aircraft in front of us. I asked the First Officer (FO) to set ref speed and called for flaps 25 which was the next flap selection (we had planned a flaps 30 landing). I took a quick look for the aircraft in front of us and asked the FO if she saw it. Shortly after that tower provided another wind call and I asked the FO if she heard the updated winds and ask her for the new crosswind component. I heard the 1000 foot call and called 'stable' and set the missed approach altitude without checking to see that the mechanical landing check list was complete. At 500 feet the FO made the standard call outs. Shortly thereafter the GPWS stated 'configuration flaps' I quickly looked at the flaps and saw 25. FO called for a 'go around' which we executed. Uneventful go around and landing followed. In hindsight; I was distracted by the gusty wind conditions and traffic call. While I understand what happened; those two events should not have precluded me from focusing on the task at hand which was to ensure the aircraft was in the proper landing configuration and all checklists complete. No excuses. The GPWS provided us the warning which allowed us to make a timely missed approach. Pay attention to detail especially during critical phases of flight. Don't let outside influences distract you from completing checklists.




Synopsis: B-737 captain reported executing a missed approach following a flap configuration warning.
Date: 202102
Local time of day: 1201-1800
Location: ZZZ.Tower, US
Flight conditions: VMC
Light: Daylight
Aircraft: Bonanza 35
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Initial Climb
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Fuel Booster Pump
Component problem: Failed
Reporter function: Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I departed from Runway XX at ZZZ. At the departure end of the runway; the aircraft backfired and power fluctuated. I was able to return and land at ZZZ. Prior to flight; I had sump-checked each fuel tank and the fuel selector valve; at the low point. All fuel samples were found to be clean; with no contamination. The engine run-up was normal. I departed with 70.1 gallons of usable fuel. The engine ran smoothly while utilizing the electric auxiliary fuel pump. Subsequently; the JPI930 Engine Monitor's memory indicated a fuel delivery issue at the time of fluctuation. I checked all fuel lines and found them to be clear and free flowing. I then sent the suspected failed engine-driven fuel pump out for assessment and overhaul.




Synopsis: A Bonanza 35 Pilot reported engine power loss on initial departure climb and later identified an issue with the fuel pump.
Date: 201812
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Fog; Rain; 4
Light: Daylight
Aircraft: PA-46 Malibu/Malibu Mirage/Malibu Matrix
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Landing
Airspace: Class D ZZZ
Aircraft component: Main Gear Tire
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Private; Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe; Conflict Ground Conflict; Less Severe; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Separated Traffic; Flight Crew Regained Aircraft Control
Contributing factors: Aircraft; Weather; Human Factors
Primary problem: Aircraft

Narrative: Flew RNAV approach into ZZZ uneventfully. Upon touchdown; left main tire blew. Applied reverse thrust and full right rudder with brake but was unable to keep aircraft on runway. It was raining (moderately) so braking was; of course; much less effective than on dry pavement. The aircraft slowed to almost a complete stop before the left main ran off of the pavement. Thankfully; the aircraft had slowed sufficiently such that it only traveled a few feet (approx. 8 [feet]) in the sand; and the nose gear and the right main never left the pavement. There was no impact with anything; nor was the stop uncomfortably sudden. I was unable to exit the runway; and as a result there were some delays - both an arrival and a departure. The aircraft was towed to the ramp by the FBO under the supervision of an A&P/IA who will replace the tire/tube; inspect the gear and wheel for damage; and we will perform a gear swing prior to return to service. I was advised that no action on my part was needed. The Tower further advised that a report would have to be filed because of the delays. I will replace all the tires and tubes more frequently regardless of their appearance of having more lifetime remaining.




Synopsis: PA46 pilot reported a failed tire on landing resulted in a loss of control and runway excursion.
Date: 202011
Location: ZZZZ.Airport, FO
Aircraft: B767-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Confusion; Distraction; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Attendant; Person Flight Crew
When detected: Taxi
Contributing factors: Human Factors; Aircraft
Primary problem: Aircraft

Narrative: I was trapped in my jump seat. The seatbelt traps roll up inside the headrest my hair was caught by the seatbelt and was rolling into the contraption along with the belts. While on taxi getting ready for take off I went to my jumpseat and strapped myself in. Something got a hold of my hair and was pulling. I was hanging onto my hair for it to hurt less. My lead flight attendant was doing his walk through so I asked him for help. I was making noises because it hurt. My supervisor heard this and came over to see what she could do to help. The lead flight attendant at first was unable to set my hair free. I was scared that we might have to rip my hair out. He had to pull off the top of the headrest cushion and then still try to maneuver my hair out of the mechanism. If my entire ponytail had been caught and if there were an emergency it would be impossible for me to get out of my jumpseat. Small pieces of hair can be ripped out but not all of your hair together. The mechanisms that are used for these straps should be replaced and I do not think that flight attendants should be required to wear their hair up in a ponytail I think it's a great safety risk.




Synopsis: A flight attendant reported their ponytail got caught in the jumpseat seatbelt mechanism and the headrest had to be removed to free them.
Date: 202111
Location: ZZZ.Airport, US
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Oxygen System/Crew
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Human-Machine Interface
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural FAR
Detector: Person Maintenance
When detected: Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Procedure; Human Factors; Aircraft
Primary problem: Procedure

Narrative: Aircraft upon arrival at  ZZZ for scheduled A check. Found the crew O2 bottle shut off valve safety wired backwards. Safety wire as installed; would not resist the valve from turning towards the closed position.




Synopsis: Technician reported discovering the crew O2 bottle shut off valve safety wired backwards during a scheduled A check.