elihoole/asrs-aviation-reports huggingface dataset:
Date: 201902
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Thunderstorm; Turbulence
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
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)
Second reporter function: Captain; Pilot Flying
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Regained Aircraft Control; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Human Factors; Weather
Primary problem: Weather

Narrative: Just after joining the localizer to Runway XXR; we encountered wind shear with a gain of 30-40 knots followed by significant loss of airspeed taking the aircraft to Alpha floor. We were at 4000 feet when the event occurred; [it] resulted in a loss of 1500-2000 feet of altitude. Captain preformed wind shear escape and we flew out of it.


Second narrative: On final approach into ZZZ at 4;000 feet flap 2 approximately 180 kts; we hit severe wind shear. Airspeed increased by approximately 50 kts above target followed by a decrease of airspeed of approximately 30 kts below target. This all happened within a matter of seconds. We were unable to maintain altitude. I remember losing 2000 feet and gaining 1;000 feet above desired altitude. The ride was extremely violent. We diverted to ZZZ1 with no further events.


Synopsis: A321 flight crew reported severe wind shear during approach resulted in a diversion.
Date: 202004
Local time of day: 0001-0600
Location: ZZZ.TRACON, US
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ; Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Other / Unknown
Anomaly: Deviation - Altitude Overshoot; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Visual approach to Runway XXL.  Vectored to a wide downwind by ATC.  Was high and over-corrected and descended too low.  Had the ILS XXL tuned in as a backup and by the time the aircraft turned final; was 1 dot low on the glidepath.  Stopped the descent and re-established on glidepath to an uneventful landing. Lots to learn on this one as debriefed by both pilots after landing.  As the pilot flying I over-corrected on the much wider downwind than I was used to and got low as a result.  Would have worked for a normal downwind; but I should have held my descent.  Have not been flying a lot lately; and neither had my FO and it showed as I think under normal flying I would have caught this prior to final and made an earlier correction.  Definitely something to watch out for personally with the reductions in flying.




Synopsis: Air carrier Captain reported an altitude overshoot during approach and cited reduced flying as a contributing factor.
Date: 201711
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Airbus Industrie Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Landing
ATC / advisory: Tower ZZZ
Aircraft component: Fan Reverser
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Commercial; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew; Person Maintenance
When detected: Aircraft In Service At Gate
Result: Aircraft Aircraft Damaged; Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: No. 2 Thrust Reverser sustained damage when it stowed. First Officer conducted a normal landing in a moderate crosswind (200/19G28) from a visual approach. As we cleared the runway; the ATS (Auto Throttles System) lever tripped and would not reset. It appears this was caused by the T/R (Thrust Reverser) not being stowed. We didn't notice that the T/R was not stowed until shutdown. We did not try to cycle the T/R. Both the ATS lever tripping and the T/R not stowing were entered into the AML (Aircraft Maintenance Log). Upon deplaning; I noticed that the No. 2 T/R was obviously not stowed and 2 mechanics were looking at it. When I went to look at the T/R; there was obvious damage to the outer skin of the T/R portion of the engine cowl. The damage was most noticeable as wrinkled skin. It appeared that something at the lower portion of the outboard half of the T/R had failed. It looked like that part of the T/R had failed and/or jammed. The inner portion of the T/R tried to stow; but the outer portion could not; and buckled the skin on the engine cowl as a result.


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


Synopsis: Airbus flight crew reported that after landing one of the Thrust Reversers would not stow.
Date: 202110
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Small Aircraft
Flight plan: VFR
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Medium Transport
Reporter organization: Government
Reporter function: Instructor; Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Training / Qualification
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Separated Traffic
Contributing factors: Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Human Factors

Narrative: I was training a trainee during this session. Aircraft X checked on local control frequency and reported descending to runway XX. The trainee cleared Aircraft X to land on runway XX and the pilot read back runway XX cleared to land. The pilot was inbound from the south/southeast of the airport. Aircraft Y called local control ready for departure. The trainee cleared Aircraft Y for takeoff runway XX; runway heading and advised of previously departing helicopter that was north/northeast bound. The trainee then informed Aircraft X that traffic was departing; a regional jet; caution wake turbulence. Aircraft X appeared to be joining a right midfield downwind for runway 10 prior to this and read back something along the lines of roger use caution. Aircraft Y asked local control to verify runway heading was given. The trainee cleared Aircraft Y; again; runway heading for runway XX cleared for takeoff. Aircraft Y crossed the hold short lines. The trainee turned his attention to Aircraft X to make sure the spacing looked good for them to land behind a regional jet. Aircraft X appeared to have lined up for runway Y and the trainee asked state intentions. The pilot said to land and taxi back. Aircraft X was already flared out with flaps and around 500-700 feet. I immediately took over and told Aircraft Y 'Hold position. Hold position. cancel takeoff clearance. Aircraft Y acknowledged and stopped. Aircraft X landed runway Y and I advised them to exit on taxiway 1. The trainee then advised them to hold position and issued the facility phone number. Aircraft Y was cleared for takeoff and departed without further incident. In my professional opinion the biggest safety issue was to stop the departing regional jet and avoid a NMAC. The runways are crossing and it was not advantageous to send Aircraft X around and continue with the regional jets departure roll causing further incident.Better oversight in the tower. We are currently running a rushed training program and the trainees are reaching the floor and being certified to add to staffing numbers. The tower CIC was watching a freshly rated ground controller that was having a large issue. There were two supervisors on duty at the time and neither where in the tower.




Synopsis: Tower Instructor reported a conflict when an arrival aircraft lined up for the incorrect runway.
Date: 202107
Local time of day: 0601-1200
Location: AVL.Airport, NC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class C AVL
ATC / advisory: Tower AVL
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Equipment Issue; Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: ATC Equipment / Nav Facility / Buildings; Environment - Non Weather Related; Airport
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: AVL [Runway] 35 PAPI's [Precision Approach Path Indicator] unreliable. Gives on course indication 1 to 1.5 dots low on glideslope including GLIDESLOPE" annunciation by GPWS. Appears 2nd light from runway is misaligned. NOTAM PAPI's out of service until fixed and flight check. Also call Jeppesen and demand they put the antenna's new height on our ILS 35 approach charts. Actual antenna is higher than company pages."




Synopsis: First Officer reported the PAPI's at AVL are not in correct alignment; and a tower depicted on charts has the height listed incorrectly.
Date: 201201
Local time of day: 1201-1800
Location: ZZZ.Tower, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Gear Extend/Retract Mechanism
Component problem: Improperly Operated; Design
Reporter organization: FBO
Reporter function: Trainee; Pilot Flying
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Human factors: Human-Machine Interface
Second reporter function: Pilot Not Flying; Instructor
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Ground Strike - Aircraft
Detector: Person Flight Crew
When detected: Other takeoff roll
Result: Aircraft Aircraft Damaged; General Evacuated
Contributing factors: Aircraft; Human Factors
Primary problem: Ambiguous

Narrative: I was practicing touch and goes with my instructor in a Cessna 172RG. My first three touch and goes were uneventful; and I proceeded to do another one. On the take off roll I pulled on the yoke to lift the plane. At that point the nose gear collapsed; and the airplane rolled off on the nose and the main wheels for a few feet before we stopped on the south end of the runway. There was damage to the propeller and the gear bay doors; but nothing else apparent. We got out of the plane normally; no one was injured. My instructor and I were surprised and observed the gear lever was up. The only explanation is that one of us must have accidentally hit the gear lever to the up position during the take off roll. Perhaps the gear lever can be located in a place where it is harder to bump?


Second narrative: I was the pilot/instructor; pilot not flying. As we rotated; apparently one of us had raised the gear handle and the nose gear retracted. A gust of wind pushed the nose down and the prop struck the runway. After that; the nose dropped and we skidded to a stop. Neither of us has any remembrance of raising the gear handle; but somehow it happened.The plane slowed and stopped very gently; and came to rest upright; nose on the pavement. Neither of us was injured. The conditions were: runway dry; sky few to scattered and clearing; wind was almost a direct crosswind: last wind check was '230 at 10'. The wind was gusty and there was some mechanical turbulence from a large hangar across the runway. The local airport ARFF responded quickly. The runway was cleared in approximately 90 minutes.


Synopsis: An Instructor Pilot and his Commercial student were accelerating their C172RG for takeoff from a touch and go when the nose gear collapsed; the nose dropped and the aircraft skidded to a smooth stop still on the runway surface.
Date: 201711
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Aircraft component: Electrical Power
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Situational Awareness
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Returned To Gate; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Human Factors; Aircraft
Primary problem: Aircraft

Narrative: While taxiing out for takeoff both generators failed to come online and we lost electrical power on the aircraft. We were given a 35min takeoff delay so after pushback I elected to single engine taxi because I thought we would have to sit somewhere to absorb the delay. After the pushback crew had disconnected and after engine start the FO got busy either with ATC or Load Control and we got an ECAM. I thought it was a routine ECAM because of the single engine start and the FO was busy so I cleared it. The FO was relatively new on the Airbus so I thought I was helping. We then proceeded to taxi but with the high workload of the low viz taxi I instructed the FO to start the second engine.At some point the FO said that he did not think that it was a routine ECAM but because of the high workload and difficulty of low viz taxiing we never discussed it further. After starting the second engine we lost all electrical power on the aircraft. I stopped the aircraft and reset #1 generator which restored power then I reset #2 generator. I then instructed the FO to tell ground we would be returning to the gate. Ground arranged for a vehicle escort to the ramp because of the low viz. We had adequate viz at this point but it was required for their procedures. While waiting for gate assignment we received an ECAM message: ENG 2 Sensor Fault- Eng 2 Master Switch Off. We followed ECAM procedures and shut the engine down and then taxied to a gate. Once at the gate Maintenance personnel had us start both engines and neither generator would come online automatically. They did not retrieve any canceled messages from the ECAM or electronically.By electing to single engine taxi I increased our work load and by canceling the first ECAM may have delayed the realization that this aircraft had electrical malfunctions. We would have ended up returning to the gate anyway. If I had this flight to do over I would not have elected to single engine taxi and I would have waited for the FO to address the first ECAM.


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


Synopsis: A319 flight crew reported returning to the gate after experiencing a total loss of electrical power during taxi out.
Date: 201706
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Maintenance
Detector: Person Other Person
When detected: Other Post-Flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Company Policy
Primary problem: Human Factors

Narrative: Several weeks after flight; I was contacted by a union rep that crew scheduling did not inform us that this flight from ZZZ to ZZZ1 was previously refused by a crew because some maintenance regulations were not followed. We were informed there was a lightning strike that needed to be checked out by Maintenance at ZZZ1. We flew aircraft at 10;000 ft.Dispatchers and Crew Scheduling should notify all flight crew members if a flight was previously refused by a crew.




Synopsis: B737 Captain reported being informed after a ferry flight that due to a lightning strike; the previous crew refused the aircraft because maintenance regulations were not followed.
Date: 202012
Local time of day: 1201-1800
Location: FFZ.Airport, AZ
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Initial Climb
Airspace: Class D FFZ
ATC / advisory: Tower FFZ
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: FBO
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness
Anomaly: Conflict NMAC
Detector: Automation Aircraft RA
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: After takeoff [I] started after takeoff checklist. ATC instructed me to contact North Tower. I changed frequency before completing after takeoff checklist. During that time TCAS voice message [announced] 'traffic.' I got confused because TCAS is inoperative and placarded. I started right turn 2;150 feet MSL. ATC called me and gave me instruction for upwind. At that time; I was at 2;400 feet MSL; saw the aircraft left and below me. I told ATC 'aircraft in sight; climbing to avoid traffic.' ATC gave instructions to enter right downwind which I acknowledged. To avoid traffic I had climbed to 2;750 feet MSL then descended to TPA and landed safely.




Synopsis: Pilot reported an NMAC in the pattern at FFZ airport.
Date: 201909
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B787-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Communication Breakdown; Time Pressure
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Routine Inspection; Aircraft In Service At Gate
Result: General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft; Company Policy; Human Factors; Procedure
Primary problem: Procedure

Narrative: AMT (Aircraft Maintenance Technician) peer of mine informs me he filed a report on this issue a year ago; so I am not sure why it is necessary for me to have to report it again; but I find it to be important enough to take the time to submit it.I was assigned exterior portion of ETOPS PDC. It so happens that the right Ram Air Fan was on MEL (21-XX). The PDC requires you to place ALL electric hydraulic pumps to ON; I discovered that with the aircraft in this condition the Left hydraulic system will not pressurize. I reported this to my crew chief; since their were other issues on the aircraft; management decided to change equipment and place aircraft OTS (Out of Service).One concern I have is that an aircraft in this condition should NOT be routed on ETOPS trips; putting an AMT in a non-compliance situation by not being able to correctly accomplish the check. Another concern is that without specific systems being pressurized a leak would not be detected and may cause a serious safety issue. It also appears that this aircraft has been linked on ETOPS trips since the placard has been issued; I believe aircraft in this condition should be running domestic turns and take the non-compliance situation out of the equation.




Synopsis: Technician reported that Dispatch had assigned an aircraft for an ETOPS flight that was not serviceable for ETOPS.
Date: 201601
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 2 Eng; Retractable Gear
Operator: Personal
Operating under: Part 91
Flight plan: None
Flight phase: Takeoff / Launch
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Throttle/Power Lever
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; Flight Crew Inflight Shutdown; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During Takeoff climbout PIC noticed that the right engine manifold pressure wasn't at the normal position; at which point he reduced the power on the right and noticed that there was no power change. After further trouble shooting we had concluded that the right engine wasn't controllable with the power (Throttle) at which point we [notified ATC]. At that time we feathered the right engine; completed the securing checklist and landed on Runway 32 safely. We then exited the runway; shut down the aircraft and awaited ground rescue assistance for further instructions.

Callback: The reporter indicated that the throttle cable had failed inside the cable sheathing.



Synopsis: The pilot of a light twin engine aircraft reported a loss of throttle control on one engine during climb. The engine was secured and the aircraft returned to the field for a safe landing.