elihoole/asrs-aviation-reports huggingface dataset:
Date: 202011
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Dusk
Aircraft: Piper Single Undifferentiated or Other Model
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Utility / Infrastructure
Flight phase: Cruise
Second aircraft: Ultralight
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We have a family ranch which I normally patrol every other day; usually in the evenings; checking for things like bulls; cows; baby calves; horses; stray animals; escaped animals; distressed animals; fences; gates; water; feed; weeds; any vehicles; tractors or implements; and trespassers.  This evening; I was checking fences along the freeway; when I was shocked to see a powered parachute go by below me off to the right.  I do not know how close; it was far enough away that collision was not possible; nor was my wake turbulence likely to hit it; but it seemed big.  That is why I estimated 100 ft. over and 100 ft. down as being the closest it could have been; it could have been further but not closer.  I had not noticed it before because it was below me; with terrain as the background as shadows had fallen with the sun going behind the ridge to the west; and it had no lights and had made no radio announcements.  Its speed was likely no more than 20 MPH; and mine was 60 MPH; so closing speed was 40 MPH.  It is likely that due to the parallel positions of the two aircraft; my aircraft's nose covered it as I got closer; until I passed it.  I was not able to observe it long enough to determine his course before or after the miss; since as soon as it came into view it passed backward (relatively) on my right at a likely relative speed of 40 MPH; and I turned left.




Synopsis: PA-12 pilot reported an NMAC with a powered parachute while he was on livestock patrol.
Date: 201809
Local time of day: 1201-1800
Location: MUVR.Airport, FO
Flight conditions: VMC
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: Center MUFH
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; Human-Machine Interface
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Departed MUVR on time with initial clearance to climb to FL 200. I was PM (Pilot Monitoring) and FO (First Officer) was flying when we contacted Havana ARTCC during the climb (approximately climbing through FL080) Havana instructed us to climb to FL 200 and I visually confirmed the correct altitude was still set in the altitude window. I then diverted my attention to WSI on the iPad and didn't notice the FO dial 22;000 in the altitude window as he thought he heard ATC clear us to FL 220. He didn't confirm the 'new' altitude with me per SOP. It was a short flight (40 mins) so I was busy getting ATIS and gate information and performing other duties. I couldn't say how often I crosschecked the altitude during the climb; but I eventually noticed the aircraft climbing thru FL 208 and saw that 22;000 was set in the altitude window. I immediately informed the FO of the deviation and told him we were only cleared to FL 200. He started to level off when ATC informed us of the deviation and instructed us to descend back to FL 200. I asked the FO why he set 22;000 in the altitude window and he said he misheard the ATC instruction and that he was expecting a higher altitude clearance since we were filed to cruise at FL 240. The rest of the flight went uneventfully.Contributing factors to this event were language difficulties; expectation bias and failure to follow SOPs regarding pointing to a new altitude set in the window and verbally confirming with the other pilot. Also; PM workload was a little higher than usual during the climb due to the very short flight (I probably would have caught the error with the incorrect altitude setting if I wasn't heads down so much).Even if ATC clears us to the same altitude that we were previously cleared; it is good practice for the PF (Pilot Flying) to point to the window and reconfirm with the PM the correct altitude is still set in the window.




Synopsis: Air carrier Captain reported overshooting an assigned altitude on climb out due to miscommunication and failure to follow SOP.
Date: 201408
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight phase: Taxi
ATC / advisory: Tower ZZZ
Aircraft component: Nosewheel Steering
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: Taxi
Result: General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: After landing and exiting a high speed; noticed that the nose wheel steering was not working with either the tiller bar or rudder pedals. [We] stopped the aircraft on the taxiway that merged into the high speed exit (Taxiway Zulu); notified Ground Control and company and were towed back to the ramp. Maintenance found the bolt holding the summing link had come out; causing the problem.




Synopsis: B757 Captain discovers after landing that the nosewheel steering has failed. The aircraft is towed to the ramp; where maintenance discovers a bolt missing from the steering linkage.
Date: 202103
Local time of day: 0601-1200
Light: Daylight
Aircraft: Cessna 400
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Elevator ControlSystem
Component problem: Failed
Reporter organization: Corporate
Reporter qualification: Maintenance Powerplant; Maintenance Airframe
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Routine Inspection
Result: General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During Phase 2/3/D inspection of a Cessna 441 aircraft; the flight control cables were being inspected. It is required to check the cables every Phase D (24 months). During the inspection; it was found that the RH elevator cable was severely frayed in the aft cabin; under the pulley right as the cable rotates upward to go into the tail section. After removal; it was found that the cable only had two remaining stands [strands]. It is estimated that approximately 60% of the cable was frayed. The frayed area of the cable sits directly under the pulley when the elevator is in the down/resting position. The cable has been replaced and no other locations of frayed cable were detected. This was clearly in a critical fatigue area. We just wanted to relay this find in regard to the severity of the cable condition.




Synopsis: Mechanic reported that a severely frayed control cable was discovered during a routine inspection of a Cessna 400 aircraft.
Date: 202110
Local time of day: 1201-1800
Location: ZZZ.Tower, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Diverted; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At V1 a loud boom was heard [and] aircraft veered to the left. Normal rotation. Two more loud booms were observed audibly aircraft again veered left. We ran the appropriate checklist [and advised ATC]. Decision was made to proceed to ZZZ landing visually. All check list and procedures were followed no major errors occurred.


Second narrative: Normal pushback; taxi and takeoff roll. At V1 speed experienced a loud bang and aircraft yawed to left. Applied max power and continued takeoff. The left engine stalled 3 more times during climb out; cleared stall by retarding thrust lever to idle and ran the engine limit or surge or stall checklist. Was able to increase power per checklist; engine responded ok. [Requested priority handling] and landed at ZZZ.


Synopsis: B737 Flight Crew reported compressor stalls on the left engine during takeoff and returned to the departure airport.
Date: 201706
Local time of day: 0601-1200
Location: ZLC.ARTCC, UT
Flight conditions: Mixed
Light: Daylight
Aircraft: Global Express (BD700)
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class A ZLC; Class E ZLC
ATC / advisory: Center ZLC
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Workload
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Separated Traffic; Air Traffic Control Provided Assistance; Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; General Flight Cancelled / Delayed
Contributing factors: Human Factors; Company Policy; Staffing
Primary problem: Staffing

Narrative: There was not much of an incident with the aircraft; I only put it in because I had to include an aircraft and this guy was delayed in getting his IFR clearance by a few minutes.I was working sector 15 with no D side and when I asked if I could have a D side because I was red (alert numbers showed something around 23; I think red for the sector is 18) and I was told that we didn't have a D side. We had all 7 sectors open with no D sides and nobody on break. I think 17 and 4 were both red at the time as well. I went over 2 hours on this session; and I believe one or two other people did. I had to delay IFR clearances for two aircraft because I felt like I was just hanging on; so I delayed them about 5 minutes each. I was able to make it through with no issues; but this may not always be the case. What if I had any kind of emergency or if the weather caused deviations? I would not have been able to get the help I would have needed.I've filed multiple reports saying the same thing; staffing is ridiculous here at ZLC. We do not have enough people in Area B for the amount of traffic we work. As a short term stopgap; our management refuses to call in overtime to get us up to staffing numbers. Drift is alive and well in all levels of management at ZLC. Management has decided that since it has worked sometimes to not staff to numbers; they will continue to do it. This is a huge issue in ATC; as we are taught to go by the book every time and just because something worked before; doesn't mean it will happen again. We had 9 people at work with 1 trainee and 1 supervisor. We are at least 1 person below numbers; often 2 or more; daily. Just look at Area B's schedule. I will continue to file reports whenever I'm in a similar situation. This is a serious issue that needs to be addressed; not just closed; put in a folder and labeled as closed.




Synopsis: ZLC Center Controller reported the need to delay issuing IFR departure clearances due to the sector being overloaded with traffic with no Assist position open due to lack of staffing.
Date: 201301
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Autothrottle/Speed Control
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Second reporter function: Relief Pilot; First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On VNAV/LNAV approach 22L when 25 flaps selected autothrottles (A/T) commanded full power and repeatedly re-engaged when disconnected. Attempted to continue approach overriding A/T but did a missed approach. TOGA appeared to function normally. Same thing reoccurred on second approach ILS 22R. Turned off A/T arm switches and landed using manual throttles. On both approaches Flight Director & autopilot correctly followed VNAV & ILS commands.


Second narrative: [Narrative 2 contained no additional information.]


Synopsis: B777 flight reported autothrottles drove thrust to full power on approach after flaps 25 were selected. Autothrottles would re-engage even when disconnected until autothrottle arm switches were turned off.
Date: 202112
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked; Taxi
Aircraft component: Pneumatic System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Physiological - Other; Distraction; Situational Awareness; Time Pressure; Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: Aircraft In Service At Gate; Taxi
Result: Flight Crew Returned To Gate; Flight Crew FLC complied w / Automation / Advisory; General Maintenance Action
Contributing factors: Aircraft; MEL
Primary problem: Aircraft

Narrative: At the gate we could hear a loud buzzing noise. We thought it was ramp equipment. After push back; with APU off and packs on engines; the loud noise continued. To identify the source of the loud buzzing noise; we cycled off/on; one at a time; pack 1; 2; engine bleed 1; 2; ventilation extract; cabin fans. The noise continued during taxi; until we got EICAS - VENT BLOWER FAULT. When Blower fan failed; we smelled an unusual odor that cleared within a minute. After completing VENT BLOWER FAULT procedure; we contacted Inflight and they confirmed that the FA's in forward cabin smelled the odor. Dispatch/Maintenance was notified and we returned to gate for maintenance. FA's in forward cabin; verified that odor cleared within a minute. Multiple PA announcements to passengers were made to keep them informed. At the gate a logbook entry of VENT BLOWER and odor was made. Cabin odor reporting form was completed. Maintenance checked and MEL'd the VENT BLOWER.




Synopsis: Air carrier pilot reported a loud noise while at the gate and was believed to be ground equipment. During taxi; the noise continued along with an odor throughout the cabin. An EICAS message appeared on the MFD; Vent Blower Fault" and the crew returned to the gate for maintenance."
Date: 201211
Local time of day: 1201-1800
Location: CLT.Airport, NC
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B CLT
ATC / advisory: Tower CLT
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
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: The glide slope ILS for Runway 5 was not and continues to be unstable; with the biggest deviations occurring around KECKS. The glide slope moves from one dot low to 1.5 dots high in approximately 3 seconds; then back to one dot low in two seconds. The amplitude and frequency does decrease the closer to the runway; however the glide slope is not steady enough to invoke confidence had the weather been low. This has happened multiple times with multiple aircraft. There were no known vehicles or aircraft operating on the parallel runways at the time as verified by a call to the Tower.




Synopsis: An air carrier Captain reported that the CLT Runway 5 ILS glide slope has significant fluctuations especially near KECKS.
Date: 201305
Local time of day: 1201-1800
Location: BOS.Airport, MA
Flight conditions: VMC
Aircraft: Cessna Twin Piston Undifferentiated or Other Model
Operator: Air Taxi
Operating under: Part 135
Flight phase: Taxi
ATC / advisory: Ground BOS
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown; Communication Breakdown
Anomaly: Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Detector: Person Air Traffic Control; Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Ambiguous

Narrative: I landed on Runway 4L in BOS. My clearance was; 'Cleared to land Runway 4L hold short of Runway 33R.' I landed to avoid wake turbulence from the Airbus in-front of me and was going to exit 4L onto 33L but my instructions were to; 'Make a 180 and taxi off on Taxiway Quebec.' So I cleared Runway 4L on Quebec and I stopped to try and contact Ground for taxi to the gate. Ground frequency was busy so I waited to get a word in. As I was waiting I noticed a B767 under tow south on Bravo Taxiway. They were being towed as I looked at the terminal from Taxiway Quebec from my right to left. I thought the tug driver might stop as I was clearly in the way however he kept moving and the aircrafts wing went over my plane. There was no contact with my aircraft and ATC asked if I was going to be; 'OK' where I was as the aircraft passed me. All of my passengers asked if this was normal. Seconds after this occurred; the ATC Ground Controller gave me taxi instructions and I thought he said taxi via Alpha and Charlie but I was mistaken. I was then given further instructions to make a 180 again and taxi via Quebec Bravo and Charlie to the gate. So I did so and ended at the gate with no further troubles. I don't really have a suggestion to avoid planes under tow from taxiing over my own. I thought the Controller would have gotten to me sooner to give me taxiing instructions. Taking the wrong taxi route I can say I was flustered; because I just wanted to get out of the way; I should have taken the extra time to write down my taxi instructions as I had been doing all day long. I rushed and took the wrong taxi route. In the future I need to slow down and take the extra minute for safety sake.




Synopsis: Light Twin Captain reports a B767 under tow passing in front of his aircraft close enough that the wing passes overhead; alarming passengers. The taxi clearance is then misunderstood requiring a 180 degree turn to get back on the cleared route.
Date: 202009
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
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: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Engineer; Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
Result: General None Reported / Taken
Contributing factors: Company Policy; Environment - Non Weather Related
Primary problem: Company Policy

Narrative: After boarding was completed; I had the opportunity to listen to our Flight Attendant's safety briefing through my headset by selecting the 'CAB' button on my Audio Management Panel (AMP).  Our FA's are competent; safety oriented professionals and my hat is off to them in terms of all that they put up with from the traveling public and an airline that is sometimes tone deaf to their needs.  In listening the FA safety briefing; I realized that our passengers are NOT being given any procedural guidance to remove their masks / face shields / PPE in the event of a rapid decompression - the portion of the briefing dealing with the use of oxygen masks in the event of a loss of cabin pressure remains unchanged.  This is particularly troubling given that our airline and most other US airlines have adopted a 'zero tolerance' policy regarding the use of facial masks during the pandemic.  Not only has our airline adopted this zero tolerance policy; it is even 'banning' customers from our airline for failure to comply.  So in this draconian world of absolute zero tolerance for failure to wear a mask; where exactly is the procedural guidance in what to do with that snot and drool infested petri dish of nastiness once the oxygen masks drop during a real emergency?




Synopsis: Air carrier First Officer reported that the Flight Attendant safety briefing did not include procedural guidance on how passengers should remove face masks and don oxygen masks in the event of an emergency.
Date: 201908
Local time of day: 1801-2400
Flight conditions: VMC
Weather elements / visibility: 10
Aircraft: RV-4
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Aircraft component: Powerplant Lubrication System
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument
Human factors: Time Pressure
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Ground Strike - Aircraft; Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Lost oil pressure put it down in a field; prop struck folded landing gear.




Synopsis: RV-4 pilot reported an oil pressure anomaly which resulted in off airport forced landing.