elihoole/asrs-aviation-reports huggingface dataset:
Date: 202101
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: SA-227 AC Metro III
Flight phase: Parked
Aircraft component: Nose Gear Tire
Component problem: Failed
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: Other Post Flight Insp
Result: Aircraft Aircraft Damaged; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Upon landing I got out to go do my post flight and chock the aircraft and I noticed the front right wheel missing from aircraft after taxiing in and parking on the ramp. During the first flight of the day I noticed more power was needed to move forward out of my spot. I asked another pilot over company to take a look at my wheels to make sure I was not dragging anything as I wanted to be sure. They stated no; everything appeared to look fine. I then thought about how I'm used to lighter loads and thought it was just a heavy plane that took more power. After takeoff I noticed there was a vibration and I am accustom to the other aircraft I fly having an unbalanced wheel and that's nothing that can be flown with and I'd let maintenance know when I get back. (Now I realize this should have been the first sign of something not right). The rest of the morning went uneventful. ZZZ to ZZZ1 went uneventful besides strong winds. When I landed at ZZZ1 like always I got out; chocked; spun down then loaded up. Everything looked normal. Then landed in to ZZZ2 [Runway] XXL. Parked and then when I got out is when I noticed the wheel missing. I called Dispatch as well as Maintenance to get everything written up and I was released. I don't have any suggestions besides when I notice something (like the extra power being needed or vibration from a wheel) I will immediately try and communicate with Maintenance and get it double checked. Dispatch and Maintenance on the cargo ramp was phenomenal help and I want to thank them for their assistance.




Synopsis: SA-227 Captain reported a nose wheel was lost during takeoff and confirmed post flight.
Date: 201208
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical; Conflict Airborne Conflict; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Automation Aircraft TA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During our initial climb the Captain and I noticed a strange sound. Shortly thereafter; a Flight Attendant called the cockpit to complain about smoke in the cabin. While the Captain was speaking with the Flight Attendant; we received a TA about VFR traffic as we were leveling off at 11;000. (A distraction since it was 500 FT above us and the aircraft was telling us to 'adjust vertical speed') and determined at the same time that we needed to declare an emergency and return to the airport to land on Runway 19L. I prepared the FMS while the Captain flew the aircraft to an uneventful landing. After landing; we had a PACK OVERHEAT ECAM and I performed the actions requested by the ECAM. Fire rescue personnel inspected the exterior of the aircraft and noted nothing unusual. We then taxied to the gate.




Synopsis: An A319 flight crew declared and emergency and returned to their departure airport when a Flight Attendant reported smoke in the cabin shortly after takeoff.
Date: 201910
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Turbulence; Rain; 10
Aircraft: GA7-Cougar
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Initial Approach
ATC / advisory: TRACON ZZZ
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine
Human factors: Human-Machine Interface
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Air Traffic Control; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was flying the ILS to ZZZ. While turning to intercept the LOC; I inadvertently descended approximately 350 ft. below my assigned altitude. Approach gave me a Low Altitude Alert and I climbed back to proper altitude and completed the approach.




Synopsis: GA-7 Pilot reported altitude deviation during ILS approach that caused an ATC low altitude alert.
Date: 201512
Local time of day: 1201-1800
Location: N90.TRACON, NY
Light: Daylight
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B NYC; Class E ZNY
ATC / advisory: TRACON N90
Second aircraft: Medium Large Transport
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Airspace Violation All Types; Conflict Airborne Conflict; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Separated Traffic
Contributing factors: Airspace Structure; Human Factors; Procedure
Primary problem: Airspace Structure

Narrative: LGA landing ILS22 I am working the south arrival feed and Final combined. I received both IFR aircraft from the north arrival feed per SOP. Aircraft X was descending to 4;000 on the 22 Localizer a VFR departure off HPN east bound was level at 2;500 and Aircraft X responded to an RA. I didn't notice the VFR change altitude if he did. Aircraft Y was level at 4;000 a few minutes behind Aircraft X; also on the 22 Localizer. A VFR departure off HPN east bound I saw him 2;500 climbing. I called traffic Aircraft Y saw him and was instructed to maintain visual. The VFR continued to climb and Aircraft Y responded to an RA. This is an ongoing problem with VFR departure off of HPN there are 2 arrival routes that run about 5 miles east of HPN with IFR traffic at 3;000 and 4;000. I recommend an airspace and procedure change to ensure the safety of air traffic. My recommendation is to either extend the NY class Bravo to cover this area down to 3;000 or change HPN airspace from a class D to a class C and form a workgroup to adjust the procedures with how eastbound VFR departure are handled.




Synopsis: A N90 Approach Controller reported two instances of IFR aircraft that were in a conflict with a VFR departure. The Controller recommends changing the Class Bravo or Class Delta to a Charlie to protect these IFR aircraft.
Date: 202105
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Airspeed Indicator
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Climbing out of ZZZ in moderate rain and passing through about 18;000 feet; with the FO flying; we got an airspeed disagree and altitude disagree on our displays; a Master Caution for Engine; autopilot (B) kicked off; and VNAV disappeared all within a few seconds. We compared instruments and determined that the Standby and Captain's displays matched with airspeed at 280 and close to the same altitude still climbing. We transferred aircraft control and ran the airspeed unreliable checklist/altitude unreliable checklist. After reporting our difficulties with ATC; we leveled at FL250; to finish checklist and run checklist for EEC alternate mode. At that time the FO instruments showed an airspeed of 130 KIAS and 25;500 feet. It took a while to get through checklist; but we were able to get autopilot-A back.  We talked about the bad weather at ZZZ and decided to continue to ZZZ1 due to VMC conditions there. On descent passing through 15;500 feet; FO instrumentation appeared to recover. Approach and landing were uneventful.  Priority handling was requested to ensure ATC was aware of our indication problems.




Synopsis: B737-700 Captain reported a loss of reliable airspeed and altitude on the FO's side during climbout.  The Captain's instruments were functioning properly; so the crew decided to continue to destination due to it having better weather conditions than their departure airport.
Date: 202104
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower ZZZ
Reporter organization: Government
Reporter function: Flight Data / Clearance Delivery; Ground
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Situational Awareness; Workload; Confusion
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors; Staffing
Primary problem: Environment - Non Weather Related

Narrative: After arriving to the morning shift; and after completing the pre-duty checks; I was assigned to work Ground Control West; Ground Control East; Clearance Delivery; and Flight Data.  This task was very daunting and unsafe to work all combined as it is the time of a departure push mixed with arrivals and maintenance repositions about the airport while also giving clearances; marking flight progress strips; updating the ATIS; etc.  The weather was also IFR; protecting airport critical areas; and heavy in trail spacing from ZZZ Center and ZZZ TRACON because of thunderstorms in the vicinity.  I felt overwhelmed with the amount of tasks to complete and think that safety was compromised and efficiency was depleted.Staffing needs to immediately be visited; and the ability to call in overtime without the many approvals that are needed.  Safety is number one; and I feel that we are not taking care to ensure safe operations exist.  Almost all employees are working mandatory 6-day work weeks with no end in sight and working today from XAam until XHpm with 4 controllers is not safe.




Synopsis: Ground Controller reported safety concerns with working combined positions; being overworked and under staffed especially in weather conditions.
Date: 201503
Location: ZZZ.Airport, US
Aircraft: No Aircraft
Operator: Air Carrier
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Equipment / Tooling
Primary problem: Equipment / Tooling

Narrative: While loading the aft cargo compartment with mail sacks using a belt loader; we noticed multiple sacks that kept getting caught between the belt conveyer and the new roller on the front of this newly modified belt loader. While [cargo bay handler] was trying to un-catch the mail reaching out of the cargo compartment his glove also got caught in the same roller area. Fortunately the thumb of the glove ripped off before his hand was sucked into the conveyor and roller area.




Synopsis: Ramp agent; loading mail sacks; notes that sacks keep getting caught between the belt conveyer and the new roller on the front of this newly modified belt loader. The cargo bay handler attempts to free a sack and his glove becomes caught; fortunately ripping the finger off the glove before the hand can be drawn in.
Date: 202007
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Published Material / Policy
Result: Aircraft Aircraft Damaged
Contributing factors: Company Policy; Procedure; Manuals; Human Factors
Primary problem: Manuals

Narrative: I received a write up from the Flight Crew that the Ramp had reported a crack in the cargo bay. I took the aircraft out of service; and dispatched Maintenance to inspect the damage. Upon arrival; Maintenance discovered a crack in the air conditioning ducting. I queried the database for previous instances of this defect in order to develop a plan of action consistent with successful actions taken in the past. During this search I discovered NEF (Non-Essential Furnishing) XX-XX-XX-XX was used to defer an identical defect. It stated that 'Cargo compartment air conditioning vent louvers and screen may be damaged or missing.' I confirmed with the Mechanic on the ground that it was an air conditioning duct and that it was a louver that was damaged and proceeded to place the duct on MEL (Minimum Equipment List).Later the plane was taken out of service and a GMM (General Maintenance Manual) approved temporary repair was used to clear the NEF and return the aircraft to service. I was later advised that there existed tribal knowledge that back when this NEF was created it was intended to be applicable to a lower air conditioning duct (the one with a screen) but not the cargo compartment air conditioning duct damaged in this instance.Without the benefit of tribal knowledge; a plain language interpretation of NEF XX-XX-XX-XX would lead a reasonable person to believe that all cargo compartment duct louvers were eligible to be deferred and; in practice; have been deferred in the past. This distinction should be clarified in the NEF.




Synopsis: Maintenance Controller requested that deferral applicability for duct louvers be clarified.
Date: 202101
Local time of day: 1801-2400
Location: SNA.Airport, CA
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb; Takeoff / Launch
Airspace: Class C SNA
ATC / advisory: Tower SNA
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)
Human factors: Human-Machine Interface
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Human Factors

Narrative: SNA Tower cleared us for takeoff on 20R but changed our clearance altitude from 5;000 feet to 3;000 feet for crossing traffic. We were very light and the max power setting gave us a very very high climb rate. We had a LEVEL OFF RA at 2;800 feet MSL which was the easy part. We complied and did not go above 3;000 feet as a light aircraft passed directly overhead. I believe the separation was 400 feet. Complicating this situation; and the real reason for this report; was the fact that we were given a 3;000 feet clearance and our performance was so high; we got ALT ACQ around 1;000 feet. Our automation did not provide proper guidance as the speed reverted to flaps up speed (15) and the autothrottles wanted to go to max power (takeoff power 100.6%). Also; the cutback N1 was 26% less than takeoff power! My FO had to disconnect the Autothrottles to prevent them from surging back to max power after he set them to cutback and flight directors were commanding a climb well above 10-15 degrees even though my speed was below the shark tooth. I had to fly out of the situation and my FO gave great communication as he kept our SA in focus. I am not 100% sure what happened with the automation but I believe the ALT ACQ at such a low altitude caused some serious issues. This would not have happened with a normal 5;000 feet clearance; or if we were heavy with less performance or we were doing a normal takeoff profile.However; I am concerned that with a few more variables or a crew that did not work as effectively as we did today this could have been a much worse outcome. I am wondering if we should be given 3;000 feet clearances with crossing traffic. With a normal takeoff profile it would have been fine but the max power setting and with the large power cutback for noise abatement this was a tricky situation. Compliments to my FO who took action on the autothrottles to prevent an automated max thrust climb after he pulled for cutback by disengaging them and clearly communicating that part of the problem.




Synopsis: Air carrier Captain reported an NMAC during takeoff from SNA airport.  Captain cited a high climb rate due to the aircraft being light in weight and a last minute lowered altitude crossing restriction contributed to the event.
Date: 201901
Location: ZZZ.Airport, US
Aircraft: B737-900
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Ground Personnel
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: A load error was caught and final weights were invalidated immediately. ZZZ Operations; Flight Dispatch and Network Ops Manager were notified of ramp's loading error but the flight departed in noncompliance DG status. Moments later; Ramp Lead overseeing the flight advised that a typo error was generated with final bag counts in the aft cargo compartment and updated bag counts for pit-4. The revised final showed DG in compliance with the 15 bag requirement. An audit request was made with ZZZ1 and the follow up narrative identifies what came off the AC. It appears the load record was revised to show DG in compliance status with a possible regulatory violation for falsification of records.




Synopsis: Air carrier Ground personnel reported unload audit verified Hazmat transport violation whereas revised load indicated in compliance.
Date: 202101
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Cessna 152
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Descent
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Environment - Non Weather Related

Narrative: On approach to ZZZ from the NW (northwest) after a practice mission to ZZZ1; the ZZZ controller instructed me to 'remain below 2;000 [ft.] and stay west of [the] lake.' I had never flown this route before. I reduced altitude to 1;200 feet; to get close to pattern altitude of 1;039 feet as I approached the airport. My route took me over a small rise in terrain that was higher than I realized. I flew over the rise at approximately 500 feet AGL. Previously I have only flown to the east of this rise.In future I will fly higher or around this rise in order to maintain 1;000 feet clearance.




Synopsis: C152 pilot reported that while flying an unfamiliar route they flew over higher terrain that reduced the amount of vertical clearance the pilot would normally have.