elihoole/asrs-aviation-reports huggingface dataset:
Date: 202105
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Wind
Light: Dawn
Aircraft: DC-10 30
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Takeoff / Launch; Initial Climb
Airspace: Class C ZZZ; Class E ZZZ1
ATC / advisory: TRACON ZZZ; Tower ZZZ
Aircraft component: Main Gear Door
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Aircraft Aircraft Damaged; Flight Crew Returned To Departure Airport; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Overcame Equipment Problem; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Upon rotation at approximately 150 kt.; [the] crew heard a loud crack coming from behind us. With no noticeable effect on the flight following the sound; we continued and raised the gear. Completing the after-takeoff flow; the FO (First Officer); PM (Pilot Monitoring); pointed out [that] the left gear light above the gear handle was illuminated red. He checked the config synoptic and it also revealed a red indication. We talked to ATC and immediately slowed to 230 kt. and leveled off at 7000.We then ran the Gear Primary or Secondary Lt(s) Illuminate with [the] Gear Handle Up Checklist in the QRH. When directed; we lowered the gear to 4 green lights on both above the handle and the config page. When directed to raise; we received the same RED light for the left gear on both again. We recalled the Jumpseater; an active Aircraft X FO; to ask if he could see anything through the gear viewports. He returned saying he couldn't see anything conclusive. Next; we contacted operations and maintenance conttol via SATCOM. Maintenance finally replied with. 'We have no suggestions other than what the QRH directs.' Discussing the situation as a crew; we decided the most prudent decision would be to return to ZZZ. We contacted operations; then ATC; and proceeded to fly a visual backed up by the ILS to XXL. During approach; as we slowed below 200 kt.; the red gear light extinguished. We continued our approach; receiving all greens on the gear lights as they extended; [leading] to an uneventful landing. After taxi in; Maintenance notified us of a substantial crack in the left main gear door. Superior job by both the FO and the JS (Jumpseater). [The cause was a] material failure. [I suggest for] more maintenance inspections?




Synopsis: MD-10 Captain reported a loud bang on takeoff with a red indication for the landing gear and elected to return to the departure airport.
Date: 202108
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Aircraft component: Emergency Exit
Component problem: Malfunctioning
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Time Pressure; Troubleshooting; Communication Breakdown; Human-Machine Interface
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Maintenance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft; Procedure; Human Factors
Primary problem: Human Factors

Narrative: Removed and reinstalled aft left emergency exit hatch per AMM (Aircraft Maintenance Manual). No fault of being open on ground on ECAM (Electronic Centralized Aircraft Monitor). While climbing at 9;000 feet amber fault notification appeared on ECAM. Flight crew had a precautionary landing and it was troubleshot by day shift and released for service. Flown to ZZZ with no faults. The fault came back a second time and final repair appears to have been the inner seal of exit hatch. Lack of attention to detail of inner seal. Printed AMM did not have the photo figures to go with it. Inspected inner seal from interior with inspection mirror and noted ECAM had no amber faults. In my eyes and coworker being my monitor and challenge; this hatch was fully secure.More attention to minor details and printing photo figures with each and every aircraft manual. Learn from this experience moving forward and make sure something like this doesn't happen again in the future.




Synopsis: Technician reported an ECAM warning for a emergency exit door warning that repeated on a subsequent flight; resulting in a precautionary landing and additional repairs to the door seal to correct the malfunction.
Date: 202007
Location: ZZZ.Airport, US
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Ramp
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
When detected: Other Arrival Cargo Unload
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Li-Ion loaded without pilot notification. Lithium battery issues continue to surface.




Synopsis: Airline Ground Personnel reported Lithium Ion battery transported without flight crew notification.
Date: 202105
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dawn
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Emergency Equipment
Component problem: Improperly Operated
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown; Situational Awareness; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate
Result: General Flight Cancelled / Delayed; General Maintenance Action; General Release Refused / Aircraft Not Accepted
Contributing factors: Aircraft; Company Policy; Procedure
Primary problem: Procedure

Narrative: I was performing my preflight checklist and noticed a missing halon AND bracket in the FC OHB RIGHT SIDE. I immediately informed my Captain of this. He notified Maintenance who came 25 minutes later. Plane was boarded ready to go. Maintenance looked at the stowage space and left to retrieve a halon and bracket. 20 minutes later Maintenance came back and said plane is out of service. No brackets in stock room to rectify this situation. We deplaned all passengers and left ZZZ for ZZZ1 an hour and a half later on another 737. Obviously this plane has been flying around the system for A LONG TIME with this violation of missing emergency equipment. Obviously the Flight Attendants before me didn't do their preflight emergency equipment checklist...or this would have been caught much sooner. Obviously when this was configured the proper checklist wasn't followed to make sure ALL equipment is on board. Whoever signed off on this was negligent.




Synopsis: Flight Attendant reported that during preflight; a portable fire extinguisher and its mounting bracket were discovered missing; resulting in an aircraft swap.
Date: 201302
Local time of day: 0001-0600
Location: TEB.Airport, NJ
Flight conditions: IMC
Weather elements / visibility: Icing; Snow; Turbulence
Light: Daylight
Aircraft: Gulfstream V / G500 / G550
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class D TEB
ATC / advisory: TRACON N90
Reporter organization: Air Taxi
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Human-Machine Interface
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: Took off into icing conditions and turbulence from Runway 1 at TEB. I made the initial turn manually to 040; called flaps up; and then called for the 'autopilot on.' The Teterboro 8 SID was programed and LNAV engaged. As we approached 1;800 FT MSL ATC cleared us to 10;000 FT. My copilot dialed in the altitude and bumped the autopilot off in the turbulence. I grabbed the yoke and he reengaged the autopilot and selected heading. I called for flight level change and LNAV. This all occurred in a very small amount of time. Even though we acted quickly; we had passed the 2.3 NM turn on the SID. I selected heading and started the turn. 15 degrees into the turn ATC issued a heading of 270. We missed the turn by 2 NM. There were no conflicts or further action required or requested.




Synopsis: G-V Captain reports a late turn on the TEB 8 departure from Runway 1 when the First Officer inadvertently bumps the autopilot off while setting a new MCP altitude; due to turbulence.
Date: 201501
Local time of day: 1801-2400
Location: ZDC.ARTCC, VA
Flight conditions: VMC
Light: Night
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZDC
ATC / advisory: Center ZDC
Aircraft component: FMS/FMC
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Aircraft; Human Factors
Primary problem: Ambiguous

Narrative: Descending on the Ivane 5 RNAV arrival and passing over the MAYOS fix. The aircraft was on autopilot 1 and in managed descent. The crossing altitudes for MAYOS are between FL240 and FL260. The aircraft did not initiate a level off at FL240 but continued to descend. Pilot flying intervened by selecting vertical speed zero prior to FL240; however the aircraft did go approximately 500 feet below FL240 before the descent was arrested. After crossing the MAYOS fix; managed descent was reselected and the aircraft continued the descent on profile with no further deviations.




Synopsis: A321 Captain reports descending below the MAYOS crossing restriction on the IVANE5 arrival to CLT with the aircraft in managed descent. The aircraft is returned to FL240 and managed descent is reengaged without issue for the remainder of the arrival.
Date: 202009
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: Final Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown; Training / Qualification; Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: Other final approach
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I continued to land after still stabilizing an unstable visual approach below 500 feet AGL.Causes - Complacency; poor descent planning; minimal currency (I haven't been flying much recently).Lesson - Use multiple descent planning tools and techniques to improve vertical situational awareness and solidity feedback from other pilot on an approach.




Synopsis: Air Carrier Captain reported an unstable approach due to poor CRM and lack of flying.
Date: 201207
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Takeoff / Launch
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Engine
Component problem: Failed
Reporter organization: Personal
Reporter function: Instructor
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Second reporter function: Pilot Flying; Single Pilot
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I had signed off the student pilot for initial Solo Cross Country Flight Training. After takeoff the student pilot suffered engine roughness with subsequent engine failure. The student elected to divert to another nearby airport for a successful emergency landing. No personal injury or aircraft damage resulted.


Second narrative: [The secondary narrative included no substantive additional information.]


Synopsis: A Student pilot lost power in the C-182 in which he was making his first solo cross country. He wisely elected to land at a suitable airport in the vicinity of the failure.
Date: 201602
Local time of day: 0601-1200
Location: BOS.Airport, MA
Flight conditions: VMC
Light: Daylight
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B BOS
ATC / advisory: Tower BOS
Second aircraft: Helicopter
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Clearance
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airspace Structure
Primary problem: Airspace Structure

Narrative: TCAS RA at roughly 800 feet for helicopters operating within the departure corridor of BOS Runway 27 HYLAND 4 RNAV Departure. At or about flap retraction/acceleration altitude received TCAS RA for helicopters. On board Indications showed 300 feet vertical separation over TCAS target helicopter. Maneuvered to the left (south) which showed 500 feet of vertical separation over the black and white helicopter with north facing attitude. Flew TCAS RA guidance keeping flaps at the current configuration. Advised tower of TCAS RA and was given instructions to maneuver as required.


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


Synopsis: Air carrier flight crew taking off from Runway 27 at BOS took evasive action responding to 2 TCAS RAs to avoid helicopters on departure.
Date: 201205
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Brasilia EMB-120 All Series
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
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Physical Injury / Incapacitation
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: I was completing my pre-flight duties and was powering up the aircraft for the first flight of the day. After starting; the APU and turning on the PACs; the aircraft quickly filled with fumes that were undeniably that of Jet-A. After some time and exposure trying to troubleshoot the issue; the problem was isolated; and the fumes dissipated. However; the mild exposure to the fumes left me with the typical symptoms associated with such an incident. There was absolutely no doubt as to my fitness for duty or the safe operation/airworthiness of the aircraft afterwards; but I still have some mild symptoms hours later.




Synopsis: EMB120 First Officer reported exposure to Jet-A fumes during pre-flight that resulted in mild symptoms that lasted hours.
Date: 202105
Location: ZZZ.ARTCC, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Other Not stated
Aircraft component: Emergency Equipment
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Communication Breakdown; Workload
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Passenger Misconduct; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Ground Event / Encounter Other / Unknown
Detector: Person Flight Attendant; Person Flight Crew
When detected: In-flight
Result: General Maintenance Action
Contributing factors: Equipment / Tooling; Human Factors
Primary problem: Human Factors

Narrative: Flight crew sent an ACARS message asking Maintenance Control to apply 2 placards for Aircraft X.  I was not familiar with the placards so I called Maintenance for some information.  Maintenance told me the placards the crew was referencing for use of the Thermal Containment Bag (TCB) on the aircraft.  Maintenance further stated that the crew would need to write the use of the TCB up in the logbook and describe why used.  I sent an ACARS message to the crew relaying the information from Maintenance Control.  The crew stated that the TCB had been used for a passenger's charging device in the cabin that had overheated.  I had also been in exchanging ACARS messages with this flight regarding 2 passengers not complying with mask policy.  I also had a medical issue on [another] flight.  It took several attempts to establish the ARINC patch and several call before MEDLINK was able to provide guidance for a passenger that had passed out.  I did inform the supervisor of my difficulty reaching MEDLINK; but I did not advise him of use of the TCB on Aircraft X.




Synopsis: Air carrier Dispatcher reported a communication breakdown with Maintenance regarding Thermal Containment Bag replacement.
Date: 201706
Local time of day: 1201-1800
Location: LAS.Airport, NV
Flight conditions: VMC
Light: Daylight
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb; Initial Climb
Airspace: Class B ZZZ
ATC / advisory: Center ZLA; TRACON ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Situational Awareness; Distraction; Workload
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After takeoff; during climb at about 600 FT; noticed left engine overheat and overspeed. Retarded throttle and continued climb. Also got a 'Thrust Asym Prot' EICAS message. [Advised ATC] initially and performed both checklists. Contacted Dispatch; Maintenance Control and the Duty Officer. After discussions with all; initially according to our checklist and the Duty Officer; we could have continued the flight since engine was now running normally. However; after Maintenance Control recovered engine overheat and overspeed parameters; it was decided to return to the departure airport. Dispatch recommended returning because we had burned fuel and there were very few options on our route to go for refueling. Our primary concern was engine condition. We climbed to FL240; jettisoned fuel for landing. We returned to the departure airport for a normal two engine landing.


Second narrative: Preflight planning; pushback; start and taxi were perfectly normal.  Weather was perfect.  With the Captain flying and I monitoring; we were cleared for takeoff.  After rotation and gear retraction at approximately 500 feet; the N1 and EGT displays of the left engine surged and turned red.  There were no other physical or aural indications present.  The captain retarded the left throttle and we continued straight ahead to 3;000' and engaged the autopilot.  The overtemp/overspeed indications ceased when the throttle was retarded.  We [advised ATC] and entered holding.  After consultation with dispatch/Maintenance Control/Duty Officer via satellite phone; it was determined that continued flight was not advisable.  We climbed to FL240 and dumped 140;000 pounds of fuel.  We then returned to the departure airport and landed uneventfully.


Synopsis: B777 flight crew reported left engine N1 overspeed and EGT overtemp after takeoff that resulted in a return to the departure airport.
Date: 201503
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Weather elements / visibility: Fog
Light: Dawn
Aircraft: PC-12
Operator: Air Carrier
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Climb; Initial Climb
Airspace: Class B ZZZ; Class D ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Cowling
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Training / Qualification; Time Pressure; Confusion; Distraction
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight; Aircraft In Service At Gate
Result: Flight Crew Returned To Departure Airport; Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Procedure; Chart Or Publication; Human Factors
Primary problem: Human Factors

Narrative: After takeoff this morning we noticed the engine running hotter than normal. We tried adjusting power settings and closing the inertial separator; but continued to observe abnormal indications. We elected to return to the departure airport rather than continue the flight. Upon landing it was discovered that the engine inlet cover had never been removed before flight. I had delegated preflight of the aircraft to my FO [First Officer]; but never walked around to verify that all covers/plugs had been removed. Luckily; we were able to return safely without injury or damage to the aircraft.




Synopsis: After takeoff; a PC-12 engine was running hotter than normal so the crew returned to the departure airport where the cowl inlet plug was found still installed.