elihoole/asrs-aviation-reports huggingface dataset:
Date: 201306
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Bonanza 36
Operator: Personal
Operating under: Part 91
Mission: Personal
Flight phase: Parked
Aircraft component: Reciprocating Engine Assembly
Component problem: Malfunctioning
Reporter organization: FBO
Reporter function: Inspector
Reporter qualification: Maintenance Airframe; Maintenance Inspection Authority; Maintenance Powerplant
Human factors: Training / Qualification; Communication Breakdown; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Other Oil Analysis
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Incorrect / Not Installed / Unavailable Part; Procedure; Human Factors
Primary problem: Human Factors

Narrative: Customer requested five out of six cylinders be replaced during Annual Inspection. During correspondence with Supplier of the cylinders; our Parts Manager was misinformed as to the Part Number (P/N) Cylinder Kit required. The Installer (Mechanic) failed to check the Applicability List (A/P) and I failed to catch the error subsequently during the inspection. I then returned the aircraft to service following an Annual Inspection (A/I) June 2012. Considering the wrong parts were installed in the engine; the engine was not in an Airworthy condition. The aircraft was flown for approximately 100 hours and one year. Oil analysis discovered high aluminum content and a third party [Repair] facility found piston skirt wear and further discovered the incorrect part had been installed. I was contacted by the aircraft Owner June 2013 and have since been assisting with the repair of the engine. Summary errors: Part's Department didn't confirm; Installer didn't confirm and the Inspector didn't catch the error. In the future; the Parts Department will verify by application the part numbers to be ordered. The installer and other staff will be retrained to check applicability listing and the Inspector will increase his awareness of inspection of Critical Components.  The correspondence with the Manufacturer should have been verified with other documentation for the make and model of engine.  Also a factor was even though the Supplier identifies the applicable engine on the piston; the piston comes preinstalled and 'if the cylinders are installed and operated in a timely manner; there should be no need to completely remove the piston from the cylinder bore at assembly.'




Synopsis: A Repair Station Aircraft/Engine Inspector (IA) reports about a summary of errors that contributed to five out of six incorrect cylinders being installed on a Continental IO-550B Engine. The Beech A36 Bonanza had flown approximately 100 hours and one year when an Oil Analysis discovered high aluminum content in the oil.
Date: 202007
Local time of day: 0601-1200
Location: SNA.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Robinson R22
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Initial Climb
Airspace: Class C SNA
ATC / advisory: Tower SNA
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Personal
Reporter function: Pilot Flying; Trainee
Reporter qualification: Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Situational Awareness; Distraction; Confusion
Anomaly: Conflict NMAC; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Environment - Non Weather Related; Human Factors
Primary problem: Aircraft

Narrative: After departing from ZZZ Heliport; directly adjacent to the west ramp area of SNA; a southwesterly departure and climb was commenced; paralleling Runway 20R. We initiated a right turn at the southern perimeter of the airfield to follow the freeway northwest. While executing the turn; John Wayne Tower advised us of traffic at 12 o'clock; 900 ft.; on right downwind for SNA. We leveled at 600 ft. and searched for traffic. I noted a distant aircraft that appeared northbound at that approximate altitude and advised the traffic in sight. A few moments later; my Instructor observed a very close proximity aircraft approaching from about the 9:30 to 10:00 position at our exact altitude. My Instructor took the controls and aggressively maneuvered to pass behind and slightly above the aircraft.Our right turn resulted in looking for the traffic at our new 12 o'clock orientation; rather than prior to the turn; where the Tower report referred to. Seeing another aircraft in our 'new' 12 o'clock position lowered our immediate vigilance for proximate traffic in a different quadrant. Additionally; the inbound aircraft was flying a non-standard altitude of 600 ft.; rather than the prescribed 1000 ft. TPA. This resulted in increased risk of conflict with low-altitude departing traffic.




Synopsis: Helicopter pilot reported an NMAC with an aircraft that was inbound to the airport.
Date: 201811
Local time of day: 1201-1800
Location: MNZ.Airport, TX
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Taxi
ATC / advisory: UNICOM MNZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Person / Animal / Bird
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Airport; Company Policy
Primary problem: Airport

Narrative: Upon clear of active runway while taxiing up to the ramp I notice a group of people exercising on the ramp in front of [the] new hangars. Cars were parked on the ramp where airplanes tie down. There had to be about 25 people exercising in a group. Some parents had their kids running around on taxiways and on the ramp to the new hangars. The exercising group did leave [the] taxiway and moved to one side to yield to plane traffic. They did not move their cars though. This just can't happen. I've heard about this problem from other people that fly out of here also. I can't believe the city would allow this to go on. I'm not one to tattle tale or one to cause problems. This is just dangerous. I've heard the exercise group said they have a right to be out at the airport since it [is] city owned. Maybe so; they don't need to be in the way of airplanes taxiing around for takeoff or landing. Maybe they could move to a part of the airport that's not used by planes.




Synopsis: GA pilot reported encountering a large group of people exercising on the taxiway.
Date: 201208
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Cockpit Window
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During flight at FL280 the First Officer's windshield spider webbed. We were in VMC with only some occasional light bumps. The First Officer was flying pilot and I was pilot not flying. We heard a loud pop and looked up to see the windshield cracked. I went to the QRH knowing we were going to divert; but wanting to follow SOP's. Once done with the QRH; I declared an emergency with Center and described the nature of our problem. The First Officer and I discussed our airport options and decided that ZZZ offered us a close airport with the best maintenance and passenger accommodations. I contacted the Flight Attendant and told him what was going on while the First Officer started getting us set up for landing at ZZZ. Due to the windshield damage on the First Officer's side; we switched duties so that I was the pilot flying and landed the plane. We descended rapidly but kept our airspeed low so we would not further damage the windshield. Approach boxed us around on a right downwind because we were a little high; and put us behind a MD-80 on approach. I was a bit annoyed that they put us behind another aircraft when we had declared an emergency; and queried the Controller. In retrospect; a close in visual would have been problematic with the windshield since I could not see the runway well out that side. Being able to line up with the runway farther out worked better and the windshield was holding well throughout. During the descent I made a PA and explained our situation to the passengers and why we were landing in ZZZ. The landing was normal and uneventful.




Synopsis: A CRJ200  windshield cracked on the First Officer's side at FL280. Flight diverted to the nearest suitable airport.
Date: 201204
Local time of day: 0601-1200
Location: LHW.Airport, GA
Flight conditions: VMC
Weather elements / visibility: 9999
Light: Daylight
Aircraft: Skylark 175
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Taxi
ATC / advisory: UNICOM LHW
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Communication Breakdown
Anomaly: No Specific Anomaly Occurred All Types
Detector: Person Flight Crew
Result: General None Reported / Taken
Contributing factors: Procedure
Primary problem: Procedure

Narrative: There have now been at least three instances when FSS was unable to give me accurate information on the Restricted Areas R3005A - E. As those areas are immediately adjacent to the airport; their status is significant in anything more than a pattern flight. On this date; FSS told me that all were hot; all day long. Wright Field keeps the Control Tower manned on weekends; although it is only advisory on weekends and not a legal tower. Wright advisory informed me that all were; in fact; cold. On one occasion; the FSS guy didn't seem to know how to even get the R3005x information and told me that it was cold. Fortunately; my profile is on file and he called me back with the correction. The good news is that 'Tower' is always there with the latest information. The bad news is that FSS is repeatedly not getting the word; and that makes me fear that at some point; I'll be in hazardous airspace due to misinformation. In any case; repeatedly incorrect FSS information is not tolerable.




Synopsis: Pilot operating from LHW expressed frustration regarding FSS inability to provide current information on Restricted Areas.
Date: 201212
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Taxi
Aircraft component: Spoiler System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During preflight; First Officer noticed spoilers on right wing partially deployed despite speed brake handle fully stowed and no 'do not arm' light indicating any problem. Obviously; if it was not caught this could have produced an uncommanded roll during take off. I consider this a flight control malfunction under NTSB reporting guidelines. Maintenance stated this aircraft had a long history of this problem.




Synopsis: B737 Captain reported his First Officer noticed spoilers on the right wing were partially deployed despite being commanded down. Maintenance reportedly stated aircraft had a long history of this.
Date: 201404
Local time of day: 0601-1200
Location: ZZZZ.ARTCC, FO
Flight conditions: VMC
Aircraft: A330
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness
Second reporter function: Pilot Not Flying; First Officer
Anomaly: ATC Issue All Types; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: General Declared Emergency
Contributing factors: Manuals; Procedure; Weather
Primary problem: Weather

Narrative: A company flight 30 min ahead of us at FL 390 reported descending to lower altitude on Guard Frequency due to severe turbulence and advised us to do so also. We were unable to contact Control in a timely manner [although we were already] entering moderate turbulence; so we [advised our intentions in the blind]; checked TCAS for traffic; turned slightly off course and descended to FL300 to avoid severe turbulence; injury; and possible damage to the aircraft. We then advised Control of our descent on CPDLC and were approved to cruise at lower altitude (no SIGMET had been issued). We advised Dispatch; checked fuel; and climbed back to flight plan altitude later upon coast in with Control.  We then continued without incident. (Note: As Captain; I was in the cabin on scheduled rest break during above incident and was not in cockpit to witness above events but I would have done the same thing the relief crew did using RVSM contingency plans as far as practical to avoid severe turbulence.)


Second narrative: I was the Relief Pilot and pilot monitoring. I was occupying the left seat while the Captain was on a scheduled rest break. The First Officer was the pilot flying in the right seat. We contacted them for further info and found they had to descend to FL300 to get out of the severe turbulence. We...turned on all the external lights and began a descent.


Synopsis: When they received reports of severe turbulence ahead at their altitude an A330 flight crew exercised emergency authority to descend without clearance when they were unable to obtain clearance in a timely manner from oceanic control.
Date: 202009
Aircraft: No Aircraft
Operator: Air Carrier
Flight phase: Other General Ramp
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Communication Breakdown; Confusion; Situational Awareness
Anomaly: No Specific Anomaly Occurred All Types
Detector: Person Other Person
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: I was called by my Supervisor on the afternoon (day 1) and was informed by him I had come into contact with an employee who had tested positive. He told me to stay home from work on day 2 and day 3. Also; someone would follow up with me on day 3 and let me know how long I would have to quarantine. The General Manager called me on day 2. He told to report back to work on day 3. The GM told me since I had contracted the virus and tested positive the airline COVID Team said it was OK to return to work.




Synopsis: Ramp employee reported receiving conflicting information as to when to go back to work after being exposed to COVID-19.
Date: 201907
Local time of day: 0001-0600
Location: WSSS.Airport, FO
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower WSSS
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Confusion; Human-Machine Interface
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Provided Assistance; Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Chart Or Publication; Manuals; Human Factors; Company Policy
Primary problem: Chart Or Publication

Narrative: Following pushback from our gate in Singapore we were given taxi instructions 'taxi R1; EP; hold short P5.' We all searched for P5 on the 10-9 and 10-9B charts (Jeppesen) but could not find it. The aircraft moving map matched the 10-9/10-9B charts. We queried ATC and they indicated taxiways were renamed and P5 was the old A4. After sorting out the confusion; we taxied straight out and turned onto EP. ATC informed us we actually taxied out on R2 instead of R1 (which also was not on the 10-9 chart since it was labeled B2 on the existing 10-9 and 10-9B charts). We verified that each of us had current updated Jeppesen publications. I noted the NOTAM indicating re-designation of taxiways was complete and assumed that since we had current charts; we had the current taxiway labels. After consulting with dispatch and [Chief Pilot]; it was pointed out that page 10-8A/10-8B discussed further this taxiway change and indicated the new labels. None of the crew noticed this page. I recommend an OPS Alert be issued for something like this. The NOTAM seemed straight forward but unless you also noticed page 10-8A/10-8B; the NOTAM could easily be misunderstood to mean our current pubs we updated with 10-9/10-9B showing the correct information. Had an OPS Alert been issued; I feel it is very unlikely we or any crew would make this mistake.




Synopsis: Air carrier First Officer reported the crew did not notice taxiway designator revisions in the Jeppesen charts causing confusion and a taxiway incursion.
Date: 201404
Location: EWR.Airport, NJ
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight phase: Final Approach
Airspace: Class B EWR
ATC / advisory: TRACON N90
Reporter organization: Air Carrier
Reporter function: Captain
Human factors: Situational Awareness
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: [We] followed LNAV guidance for stadium visual to Runway 29 using RNAV info. [We] flew over SLIMR at 1;500 FT in landing configuration and turning with descent on final to cross CHUMR at 500 FT. Descent to 500 FT was slightly higher rate than thought and Tower informed us they got a low altitude alert on us. We leveled off at 500 FT just shy of CHUMR; crossed CHUMR; normal landing.




Synopsis: B737 Captain reports getting low prior to CHUMR during the Stadium Visual Approach Runway 29 to EWR. EWR Tower issues a low altitude alert. A normal landing ensues.
Date: 201905
Local time of day: 1801-2400
Location: MDW.Airport, IL
Weather elements / visibility: Rain
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground MDW; Ramp MDW
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: Confusion; Distraction; Physiological - Other
Anomaly: Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Airport
Primary problem: Airport

Narrative: After landing; rolling out to Taxiway Y5; new lights installed on C Concourse and overhead B Concourse made taxiway very difficult to see. White versus the yellow lights make the transition at night very difficult. An added factor was the wet pavement with light rain. I have landed at MDW many times and had to take my time to discern where the taxiway was versus grass.




Synopsis: Air carrier Captain reported poor visibility due to new lights on concourse.
Date: 201407
Local time of day: 1201-1800
Location: DFW.Airport, TX
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Approach
Airspace: Class B DFW
ATC / advisory: TRACON D10
Second aircraft: MD-11
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Inflight Event / Encounter Wake Vortex Encounter; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Ambiguous

Narrative: [While] descending (autopilot on) [and] proceeding directly to PENNY fix on the final approach for Runway 17C at DFW international airport; we experienced a momentary aircraft upset; probably from wake turbulence that I believe [was] generated by the leading aircraft ahead. We were approximately seven miles from the leading aircraft that; unknown to us at the time; was [an] MD-11. As I noticed the rate of closure was increasing - aircraft separation was decreasing. I started slowing down the aircraft and almost at the same time our aircraft experienced an uncommanded 30 degree roll to the left in conjunction with 8-12 degree nose-down immediately after the aircraft rolled through wings level to 45 degree right bank angle. The aircraft also experienced an altitude loss of 300-400 FT in seconds causing high sink rates of up to 4;500 FPM. I immediately disconnected the autopilot and gracefully gained control of the aircraft without allowing the event to exceed any aircraft limitations or causing deviations. During this unexpected event; I tried my best to reduce the loading on the wings. [This was] an event that I was well prepared for; given that I just came out of my bi-annual simulator training and practiced a perfectly replicate of this event; which in turn laid the foundation to a successful outcome by giving me the tools to [recover] from this unwelcome risk. After all; training is the bone on which pilots sharpen their teeth. This event served as a constant reminder of how much gravity [is] resting on pilot knowledge and training. It demonstrated that an investment in pilot training and knowledge pays the best interest.




Synopsis: A320 Captain reported encountering wake turbulence in trail of an MD-11 on approach to DFW resulting in a 45 degree bank and 8-12 degrees nose down attitude.