elihoole/asrs-aviation-reports huggingface dataset:
Date: 201407
Local time of day: 1201-1800
Location: LRD.Airport, TX
Flight conditions: VMC
Light: Daylight
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Landing
ATC / advisory: Tower LRD
Reporter organization: Air Taxi
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Situational Awareness; Confusion; Distraction; Communication Breakdown
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Procedure; Human Factors
Primary problem: Procedure

Narrative: The flight crew was returning to LRD to clear customs with cargo from ZZZZ. A Metroliner was issued a 'Line up and wait' on Runway 14; and our aircraft was cleared to land Runway 17R (an intersecting runway with Runway 14) on landing and initial roll-out the Controller cleared the waiting Metroliner to takeoff. We had not reached; or passed the intersecting runway. The Captain applied maximum breaking as I called 'Abort; Abort; Abort' to the other aircraft. We stopped prior to the intersecting runway; and were challenged by the Controller for stopping on the runway; which I responded that we were alarmed by the fact that he had cleared the other aircraft to takeoff well before we had reach or cleared the intersecting runway.




Synopsis: Landing pilot advises departing aircraft to abort their takeoff because the arriving aircraft had not passed the intersecting runway.
Date: 201901
Weather elements / visibility: Icing; Rain; Snow
Aircraft: B737-800
Operator: Air Carrier
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Vehicle Driver
Anomaly: Conflict Ground Conflict; Critical
Detector: Person Other Person
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: We were towing Aircraft X into the Service Ramp per assignment when Maintenance Supervisor drove a pickup truck right in front of us [with the] intention to stop us; because according to him that was a wrong parking assignment. [He] came only couple of feet from hitting number two engine. We were going walking speed and still had hard time stopping due to the snow-covered ice on the ground when he suddenly pulled up in front of us.




Synopsis: Ground employee reported a near collision while towing an aircraft when a Maintenance Supervisor in a pickup truck suddenly pulled in front of them.
Date: 201603
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Cessna Aircraft Undifferentiated or Other Model
Operator: FBO
Operating under: Part 91
Mission: Training
Flight phase: Cruise
Airspace: Class C ZZZ; Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Exterior Pax/Crew Door
Component problem: Malfunctioning
Reporter organization: FBO
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Student
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: After a thorough pre-flight in accordance with [Flight School] Student Regulations I taxied to Runway 22 via ATC clearance. Once established in my cruise; my passenger door blew out of the aircraft and was lodged between the strut and wing. I [advised ATC] and returned to [departure airport] without further incident.




Synopsis: A student pilot in a C162 reported the loss of the passenger door; which became lodged between the strut and the wing.
Date: 201509
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dusk
Aircraft: BAe 125 Series 800
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Landing
ATC / advisory: Tower ZZZ
Aircraft component: Normal Brake System
Component problem: Malfunctioning
Reporter organization: Fractional
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Distraction; Confusion; Time Pressure
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Air Traffic Control; Person Flight Crew
When detected: Other Landing Roll
Result: Flight Crew Overcame Equipment Problem; Flight Crew Took Evasive Action; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On landing at touch down (very smooth) the airplane veered abruptly to the left. I applied full right rudder to regain directional control; and forced the nose wheel on the ground. Roll out was normal. When we exited the runway we stopped and checked for damage. Nothing noted. We continued taxi and when parked we noticed #1 and 2 tires flat spotted.


Second narrative: Upon touchdown with the nose not on runway yet; the aircraft veered violently to the left. Pilot unable to correct with flight controls so the nose was pushed to the ground so the nose steering could be used to regain control. We were close to departing the left lateral runway edge. Severe vibration was also felt. After stopping on runway we were able to taxi clear on a taxiway. We stopped on taxiway and FO (First Officer) exited aircraft to perform visual inspection of aircraft. No major discrepancy was noticed but we could see an abnormally large smoke plume at runway touchdown point. ATC tower also saw the smoke and already had an ops vehicle headed out to runway. While we taxied back to FBO there was noticeable tire damage felt. (Flat spots). At our visual inspection on the ramp; we noticed both tires on left main gear had major flat spots through multiple tread layers.


Synopsis: During landing the left brake of a Hawker 800XP momentarily locked causing an abrupt left shift and flat spots on tires #1 and #2 which required maintenance.
Date: 202111
Location: ZZZ.Airport, US
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Aircraft component: Oxygen System/Crew
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Confusion; Human-Machine Interface
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Maintenance
Detector: Person Maintenance
When detected: Aircraft In Service At Gate; Routine Inspection
Result: General Maintenance Action
Contributing factors: Procedure; Aircraft; Human Factors
Primary problem: Human Factors

Narrative: Aircraft upon arrival at ZZZ for scheduled XX check. Found the crew O2 bottle shut off valve safety wired backwards. Safety wire as installed; would not resist the valve from turning towards the closed position. Make installation of safety wire and valve position an inspection requirement anytime crew O2 bottle valve knob is disturbed.




Synopsis: A319 technician reported discovering the crew O2 bottle shut off valve was safety wired backwards and would not keep the valve from being rotated to the closed position.
Date: 201809
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Dawn
Aircraft: B737-700
Operator: Air Carrier
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Incorrect / Not Installed / Unavailable Part; Human Factors; Procedure
Primary problem: Incorrect / Not Installed / Unavailable Part

Narrative: After arriving at the aircraft; I checked the logbook and found that it was signed off with a new Release on (date) for aircraft X. I checked for all three landing gear pins in their storage space. The First Officer went outside and did the walkaround. He found a bolt in the left main landing gear. I notified both the Maintenance Supervisor and Chief Pilot of what was found. The bolt was long enough to prevent the landing gear from retracting.




Synopsis: A B737 Captain reported that an improper gear pin was used.
Date: 201710
Local time of day: 1801-2400
Location: ZZZZ.Airport, FO
Flight conditions: IMC
Light: Night
Aircraft: Challenger 300
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Initial Approach
ATC / advisory: TRACON ZZZZ
Aircraft component: AC Generator/Alternator
Component problem: Malfunctioning
Reporter organization: Fractional
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On the previous days flying we had a right generator disconnect during APU startup in flight. The APU started normally and we reset the generator with no other indications noted. We discussed the glitch and decided to monitor and contact maintenance if we noticed any further problems. While on approach as I was completing the in range checklist I proceeded to start the APU prior to intercepting the final approach course. At about 50% APU RPM during start up the right generator disconnected. At about 80% APU RPM the left generator disconnected and we went to essential power. At this point we lost all four displays and the PF was flying off the standby instrument.Unsure what caused the event; but the result was a dark cockpit.We were IMC; but only about 500-800 ft prior to breaking out in MVFR (at worst). I immediately reset the right generator and it took up the load. The screens started to reset. My MFD and PFD had no information displayed and were attempting reset. I asked if the PF wanted vectors and he replied that he had navigation and I saw that he had green source available and was on course and glideslope. I then reset the left generator and it responded normally and connected. We ended up landing in normal configuration.If I were to redo this leg I would have started the APU well prior to intercepting the final approach course. I think that since the weather was not low IMC I may have been showing just a little complacency and was operating as if the IMC conditions were not as much of a concern. In IMC conditions don't try to save time on the APU. Get it started in plenty of time in case of just such an occurrence.




Synopsis: CL30 Captain reported both generators disconnected when the APU was started on final approach which caused the electrical system to go to essential power. Captain reported a reset of both generators and landed in normal configuration.
Date: 201405
Local time of day: 0601-1200
Location: BOS.Airport, MA
Flight conditions: VMC
Aircraft: Cessna 402/402C/B379 Businessliner/Utiliner
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class B BOS
ATC / advisory: TRACON A90
Aircraft component: GPS & Other Satellite Navigation
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated
Contributing factors: Aircraft; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: About 12 miles DME north of BOS while getting vectors to [Runway] 33R in the vicinity of Beverly I observed a  complete loss of GPS signal. It returned to normal about 2 miles later. I notified ATC shortly after. No disruption at all to flight.




Synopsis: C402 Captain experiences a loss of GPS signal 12 NM north of BOS for less than a minute. No disruption to the flight was reported.
Date: 201707
Local time of day: 0001-0600
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Night
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying; Trainee
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification; Situational Awareness
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Airspace Structure; Human Factors; Procedure
Primary problem: Human Factors

Narrative: It was [early] morning as we were approaching on a moonless night into ZZZ (no visual outline of terrain). This was our 3rd flight of the day and our last day of this OE (Operating Experience) trip. We had been cleared for the visual approach so I; the pilot flying; proceeded with the descent. Having less than 20 hours of flight time in the airplane at the time was lacking judgement of descend profile and aircraft performance. As we had been cleared for the visual approach my goal was to descend; level off; configure and intercept. I recall that both pilots had terrain up on the ND (Navigational Display). As we received a GPWS alert; I responded to the alert. When we were clear of the conflict we had enough time to safely maneuver and land the airplane. I believe using open descend was providing an excessive descend rate.




Synopsis: A320 First Officer reported receiving a GPWS alert on a night visual approach.
Date: 201507
Local time of day: 0601-1200
Location: LAL.Airport, FL
Flight conditions: Mixed
Weather elements / visibility: Fog; Haze / Smoke; 6
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E TPA
ATC / advisory: TRACON TPA
Reporter organization: FBO
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural FAR; Inflight Event / Encounter VFR In IMC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: Not sure if the form made it clear what really happened. I unintentionally flew into IMC conditions.The weather was VFR when I took off. Flight Services warned of areas of fog low to the ground around Lakeland when I took off; however Florida weather usually burns it up in the morning. Flying along at cruise (4;500 MSL); the sky is just gray out in front of me and to the side of me. The horizon is a faded blur between the clouds and the ground from whatever fog was leftover in the morning. There was no differentiating what were clouds and what was just far away scud. There was an overcast layer that was the exact same shade of gray as the FEW clouds (1;000-2;000 ft MSL) that I was flying over. I was looking around scanning outside of the cockpit when I recognized that the clouds looked a little bit different right in front of the nose. I said to myself out loud 'we might need to descend here in a second'. Within 15 seconds of saying that; I was inside a cloud. Now I was talking with Tampa Approach the whole time with Flight Following. I was also looking for a way out as a just-in-case. Weather was clear behind the plane; also clear below me; but couldn't tell if it was clear above me. I called Tampa Approach 'need to descend to 3000 please' by the time she responded; my visibility had dropped to a little less than a mile. I still had visual contact of the ground by looking straight down from my window.I had never seen this situation before. I've researched how VFR pilots have accidently flown into clouds in the past - but it didn't make sense to me. It's my belief that a pilot would not KNOW that this cloud were in front of them unless they had physically seen or been in that situation before. Again; all I noticed was that it was a bit different looking but wasn't 100% sure it was a cloud that I was about to fly into. Once I found myself in it; I kept visual contact with the ground and maintained my composure to safely get myself out of IMC conditions and continue on my way. I was content with how I handled the situation. I have cockpit video and audio of the incident. Also have the pilot report I made to Miami Flight Watch (122.00) that I made on audio and video.




Synopsis: C172 pilot reported unintentionally flying into IMC conditions.
Date: 201901
Location: ZZZ.Airport, US
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Hydraulic System
Component problem: Malfunctioning
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
Detector: Person Ground Personnel
When detected: Pre-flight
Result: General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: By following the new SOP which requires the hydraulic electric pumps to be turned off during the walk around; the First Officer was not able to ascertain the fact that we had a significant hydraulic leak. It was only after the pumps were turned on several minutes later during the First Officer cockpit flows that the leak started. Luckily; a ramper spotted the leak and notified maintenance. Maintenance in turn told us; and then diagnosed the leak issue. Maintenance Control ultimately determined not to operate the airplane; and we swapped airplanes. Bottom line; the safe operation should not rest upon the keen eyes of a ramp employee. If we had the pumps on the way we used to for years; this would have been noticed by the First Officer; and the reporting/diagnosing/swap process could have started much sooner.




Synopsis: B737 Captain reported hydraulic leak detected by ramp personnel; indicative of flight crew preflight procedural revision required.
Date: 202105
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Final Approach
Airspace: Class E ZZZ
ATC / advisory: UNICOM ZZZ
Second aircraft: Robinson R66
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Human factors: Confusion; Situational Awareness
Anomaly: Conflict NMAC
Result: Flight Crew Took Evasive Action
Contributing factors: Procedure; Human Factors; Airport
Primary problem: Procedure

Narrative: After making a left base at ZZZ call over CTAF; the R66 stated over communications they were '3 miles NE of the field'; after hearing this we asked if they could see us. They replied they saw us right over them. After hearing this we decided to take evasive action and discontinue our approach and continue straight west of the field; away from the other aircraft. We did not see the aircraft until they were short final of the field. They did not adhere to standard taxi pattern procedures and came in right underneath us on our base leg. The pilot of the Robinson did not state they saw us and were number 2 for the runway or anything so we just decided to get out of their way and try again later after they were no longer a safety factor for us.




Synopsis: C172 instructor pilot conducting training at a non-towered airport reported an NMAC with a helicopter which was not flying according to standard patterns.
Date: 202005
Location: ZZZ.Airport, US
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: Other / Unknown
Human factors: Time Pressure
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Ground Personnel
When detected: Pre-flight
Result: General Maintenance Action; General Work Refused
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: (Removed container) off of Aircraft X from ZZZ1; we found four pcs of mail that had what smelled like kerosene spilled on them. Unknown where or what was leaking.




Synopsis: Airline Ground Personnel reported removing container that had kerosene like odor as a precaution.
Date: 201901
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Oil Storage
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft; Human Factors
Primary problem: Ambiguous

Narrative: After a normal takeoff the tower advised us that our right engine was smoking. All our indications were normal. We got a clearance to level off at 5000 feet and began circling. Initially my plan was to return but since we were 20;000 lbs above our maximum landing weight and (no dump capability) I changed my mind.After having a Flight Attendant look out the window and confirm no smoke; we then were able to get ATC to route [another aircraft] over the top of us twice to visually inspect the engine. (again; no smoke) I tried relentlessly to get a phone patch with dispatch and neither SatCom nor VHF would work. Eventually via ACARS I had them call us and we talked. We climbed to 36;000 feet at max continuous thrust and no abnormal engine indications or smoke were observed. We flew to [our destination] and landed uneventfully.Mechanics said it was probably overfilled with oil and I tend to agree since it ran six hours and never came off 21 quarts.




Synopsis: B757 Captain reported being informed by the tower that right engine was smoking during takeoff.