elihoole/asrs-aviation-reports huggingface dataset:
Date: 201503
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: 7
Light: Night
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Weather was low overcast with tops around 1400 feet and aircraft ahead of us reported breaking out at 300 feet with winds steady at six knots. Vectors to final approach course for the ILS.  Aircraft configured for landing; on Vtarget speed and completely steady at 1000 feet with autopilot and autothrottles engaged with all checklists complete. Passing 600 feet; the red 'speed tape' on the flight display climbed up within one second to the Vtarget with rudder shakers engaging.  There was no gust of wind felt; no aircraft pitch; roll; or yaw.  The aircraft was completely stable and on speed.  I initiated a stall recovery by adding power and was about to disengage the autopilot when the speed tape receded to its previous position (which provided a good stall margin).  I eased off on the power and the aircraft felt stable and on glide path with speed about Vtarget plus five knots.  Passing 400 feet the speed tape again climbed rapidly to the Vtarget.  The aircraft was still stable in pitch; roll; and yaw with no gusts in the winds.  I again added power to initiate a stall recovery. As speed built; I was about to disengage the autopilot.  The speed tape again receded quickly to a normal indication.   We descended out of the overcast at 350 feet AGL.  The visibility was clear underneath the overcast with the aircraft on glide path for landing with the speed now Vtarget plus 10 KIAS.  The Captain spun the Vtarget speed up 10 knots and stated 'Let's carry 10 extra.'  I disengaged the autopilot; the Captain called 'Approaching minimums' and I replied 'Landing.'  I landed in the touchdown zone with autobrakes three selected; and allowed the autobrakes to slow the aircraft.  Uneventful rollout and taxi to gate.Maintenance called and personally briefed on malfunction with a logbook discrepancy written.




Synopsis: A B737-700 First Officer reported airspeed indicator anomalies; including a stall indicator (rudder shakers) activation; on an ILS approach.
Date: 201604
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 170/175 ER/LR
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: We started our day [early]. Due to weather in the [destination] area; we arrived late with a 40 minute scheduled turn time. When I went to go print the release; the gate agent told me we were on a 15 minute gate hold due to 47 connecting passengers coming in on a delayed flight. We ended up pushing 41 minutes late and taxied to [the] runway. Tower gave us line up and wait; and after about two minutes; told us they were working on a reroute for us due to the weather. After several more minutes holding on the runway; Tower told us to switch to clearance for our reroute. First Officer and I both wrote down the reroute; and I put it in the MCDU. We checked our fuel and [sent a message to] dispatch with the new route. We switched back to tower and were cleared for take off. Upon reaching [the] VOR; we started a turn. Center noticed that we had turned too far. At this point; I [corrected] our route and continued on.In the future; this can be avoided in two main ways. First and foremost; if I am given a reroute while on the runway; I will ask to taxi off. The added pressure of sitting on the runway this long caused us both to rush more than we needed to. Second; dispatch should have seen that our route wasn't going to work. They even gave us added fuel for reroutes. It seems like it would be safer if dispatch took a more proactive approach to our routing; rather than just depending on ATC to handle it.




Synopsis: EMB-175 Captain reported a track deviation resulted when they mis-programmed the FMS following a revised route clearance they received on the runway just before takeoff.
Date: 201604
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Exterior Pax/Crew Door
Reporter organization: Air Carrier
Reporter function: Flight Attendant In Charge
Reporter qualification: Flight Attendant Current
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate
Contributing factors: Aircraft; Incorrect / Not Installed / Unavailable Part
Primary problem: Incorrect / Not Installed / Unavailable Part

Narrative: I was checking indicators on the entry door to make sure it was closed at which time I noticed that the handrail was coming forward more than it should and the pins were not in the retaining bracket. I informed the captain and he informed maintenance. When maintenance came on they showed me an engineering technical notice showing that the passenger door handrails-Removal of the spring brackets (clip). The removal of this clip caused the hand rail to fall forward causing me to not be able to close the door as my manual instructs. It also come right above my head making it a safety hazard on standing or in severe turbulence. Because the clip was removed caused the problem. Replace the clips and stabilize the handrail would fix the problem.




Synopsis: CRJ-700 Flight Attendant reported the passenger entry door handrail came forward more than it should not allowing the door to close using the normal procedures due to a missing retaining clip.
Date: 201408
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: MD-82
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Main Gear Tire
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Illness / Injury
Result: Flight Crew Inflight Shutdown; Flight Crew Returned To Departure Airport; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On takeoff at ZZZ; after V1; we felt vibration in aircraft; immediately followed by strong burning rubber smell. As the co-pilot rotated aircraft; I monitored engine instruments and noticed left engine severe power loss; followed by engine regaining power. I announced to the First Officer I believed he might lose number 1 engine. This was immediately followed by multiple severe compressor stalls. Declared emergency with ATC. At engine out altitude; performed QRH procedures and shut down left engine. After landing; rescue crew inspected aircraft; and I had aircraft towed to the gate. On final turn in to the gate under tow; a flight attendant advised of a medical emergency in the aft cabin. I called for paramedics and had the ill passenger treated and removed before other passengers disembarked.


Second narrative: [The report narrative contained no additional information.]


Synopsis: When; after V1; debris from a failed main gear tire was ingested by the left engine on the takeoff roll a significant power loss and compressor stalling resulted.  The engine was shut down in flight and the aircraft returned to the departure airport.
Date: 202101
Local time of day: 0001-0600
Location: MZBZ.Airport, FO
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Communication Breakdown
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel; Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: Parking at stand X in MZBZ; we taxied into the parking spot. The Marshaller was giving guidance and was very slow with the stop signal. I was unsure of the command and proceeded to move forward; but quickly realized I was past the stop mark. I brought the plane to a stop and set the brake. The ramp agent informed me that a ground worker approached the aircraft and was almost run over. I told the managing agent the aircraft never came to a stop intermittently and did not stop until I brought it to a stop and set the brakes.




Synopsis: Air carrier Captain reported almost hitting a ground employee while taxiing to their parking spot at MZBZ airport.  Captain cited communication issues with ramp personnel as a contributing factor.
Date: 201812
Local time of day: 0601-1200
Location: MUFH.ARTCC, FO
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center MUFH
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: In cruise flight at FL390; the right pack failed. While complying with the QRH procedure for this abnormal condition; the aural master warning sounded for high cabin altitude; with accompanying master warning lights. Cabin altitude was not controllable. We initiated a descent to 10000 feet. We ascertained from the flight attendants that all passengers and crew were OK; and landed uneventfully. Excellent job by FO (First Officer) and the entire cabin crew.




Synopsis: B767-300ER Captain reported losing control of cabin pressure following the failure of the right pack.
Date: 201905
Local time of day: 0001-0600
Location: CSG.Tower, GA
Flight conditions: VMC
Light: Daylight
Aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Initial Approach
Airspace: Class D CSG
ATC / advisory: Tower CSG
Reporter organization: Fractional
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Distraction
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: CSG was VFR and I requested an RNAV GPS 24 for practice.  I used CDFA procedures; which we briefed. At 3;000 feet; armed VNAV and set DDA to 1;090 feet (940+100 high mins + 50=1090.) Set AAD to 1;100 feet.  FO was talking to CSG traffic and approach and I got distracted with my iPad which I had accidentally put on freeze on airport page.  We got 'Terrain; Terrain' warning and I noticed we were at about 1;700 feet and descending. I added power and climbed up to the VASI slope. Landed plane normally.Not to let guard down in visual conditions and fly the plane. Watch out for distractions. Cross check instruments and not rely on automation completely.




Synopsis: Corporate jet pilot reported a CFTT event during approach to CSG.
Date: 202201
Local time of day: 1801-2400
Location: NCT.TRACON, CA
Flight conditions: VMC
Aircraft: Widebody; Low Wing; 3 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Approach
Airspace: Class C OAK; Class E ZOA
ATC / advisory: TRACON NCT
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Confusion
Second reporter function: First Officer
Anomaly: ATC Issue All Types; 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 Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Environment - Non Weather Related

Narrative: Getting vectored to ILS 30; controller directed a descent to 2;400 feet (as heard by all three pilots) then quickly followed with a terrain alert climb to 3;000 feet call.  No GPWS alert.  Continued approach without incident.Controller misspoke or didn't realize we were still over high terrain.


Second narrative: On arrival to OAK on radar vectors to the arrival we were at 4;000 feet and the controller told us to descend to 2;400 feet. We read back the clearance and began descending. At 3;000 feet the controller said we were cleared to 3;400 feet and told us to climb to 3;400 feet. We climbed up and continued the approach without incident. All three crew members agreed we had heard 2;400 feet on the original clearance.Incorrect controller assigned altitude.


Synopsis: Air carrier flight crew reported descending to assigned altitude during approach to OAK; but were corrected to climb by NCT TRACON.  ATC issued a low altitude alert.
Date: 201602
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: BAe 125 Series 800
Operator: Air Taxi
Operating under: Part 135
Flight phase: Parked
Aircraft component: APU
Reporter organization: Air Taxi
Reporter function: Technician
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Routine Inspection
Result: General Maintenance Action
Contributing factors: Company Policy
Primary problem: Company Policy

Narrative: I look at the APU hours on a weekly basis to make sure that we have not/will not overfly any inspections as well as to schedule any upcoming maintenance on that engine. I noticed on several of our aircraft; the APU hours had not been updated in several weeks. Once I found this; I went through each aircraft that has an APU; looked at the flight log history; and sent an email of the results to our Flight Manager as well as our Maintenance Manager. Upon completion of my research; I found that 16 of our aircraft had major issues with not having the APU hours reported. On one aircraft for an example: The APU had XY37 amount of hours and it did not have any changes to the hours at the time I created the report. After it was updated; the hours jumped to XY77 amount. The aircraft had 30 flights in between those two changes in hours.I would suggest making the pilots look at the APU hour meter before and after every flight. Once they land and they fill out their flight log; they should input the correct information for all aspects of their flight. Pilots should not be allowed to duty off from now on until they give an accurate reading of the APU hour meter. Luckily; we haven't overflown any inspections as of yet.




Synopsis: APU hours are not logged after every flight; therefore it made scheduling maintenance difficult.
Date: 201606
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: Gulfstream IV / G350 / G450
Flight phase: Parked
Aircraft component: Hydraulic System Lines; Connectors; Fittings
Reporter function: Inspector
Reporter qualification: Maintenance Inspection Authority
Human factors: Other / Unknown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance
Detector: Person Flight Crew; Person Maintenance
When detected: In-flight
Result: General Maintenance Action
Contributing factors: Human Factors; Procedure
Primary problem: Ambiguous

Narrative: Subject aircraft recently had a 72-month inspection completed. During the inspection a technician noted in the work order that all 8 flap tracks had several areas of various levels of corrosion. The tracks were subsequently worked against the appropriate drawings and with support from [company] engineering and tech support. Ultimately it was determined that the tracks were beyond limits in tested areas and would need to be replaced. Both left and right wing rear beams were completely disassembled to facilitate replacement of all 8 tracks. This disassembly included all hydraulic lines and flight control cables.The 72-month inspection was completed and all 8 flap tracks were replaced with new parts. The wing rear beams were reassembled and a post-maintenance flight check was performed with minor findings reported by the flight crew and onboard maintenance support. There was no report of any hydraulic problems or fluctuations during this flight. In fact; it was not until the 3rd owner flight that the problem was discovered and reported to maintenance upon returning to home base.Evaluation of the aircraft revealed that during reassembly of the left and right wing rear beams; the right side was reassembled with two hydraulic lines crossed. One flight and one combined system line was crossed. The error was discovered by using the identification markings on the lines and tracing them from the inboard section of the wing outboard. The lines were corrected and all operational checks were satisfactory.The in-work; inspection; okay to close and final inspection processes are being reviewed.




Synopsis: A Inspector Authority Mechanic reported that a Gulfstream IV; after extensive maintenance; had two hydraulic lines in the right hand wing crossed and were not discovered until after a couple flights.
Date: 201505
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: RV-4
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Takeoff / Launch
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Flight Engineer; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Aircraft Equipment Problem Dissipated; Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: My aircraft is an experimental aircraft that is required to have a certain amount of hours to complete its FAA certification. I completed my preflight duties; weather briefing; walk around; and engine run-up. On my 3rd takeoff the engine quit at approximately 10 feet AGL. I immediately completed a landing on the remaining runway. During roll out I had positive control of the aircraft and enough momentum to coast off to the next taxiway. I notified Tower; they were helpful and mentioned there was no one in pattern behind me. On the taxiway I was able to restart the engine. Under my own power I taxied back to the ramp under radio contact with Tower. A run-up post event revealed no anomaly. The aircraft is in the maintenance shop to be worked on before next flight.




Synopsis: An RV4 still in the flight hour testing program before certification took off on its third flight and the engine quit at 10 feet above the runway. The pilot landed safely; was able to restart the engine; and taxi to Maintenance.
Date: 201808
Location: NCT.TRACON, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Citation Excel (C560XL)
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B SFO
ATC / advisory: TRACON NCT
Second aircraft: B737-800
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Regained Aircraft Control; Flight Crew Took Evasive Action
Contributing factors: Procedure; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: At 8000 feet on the Tipp Toe visual to 28L over the EDDYY intersection; autopilot on; no warning; air was smooth; plane rolled left approximately 60-90 degrees; slightly nose down; auto pilot kicked off. I disconnected the yaw damp and began the recovery immediately; rolling wings level and limiting altitude loss. Lost about 300 feet of altitude. Informed ATC of the wake turbulence encounter; Approach said we were 8 miles in trail of a 737-800. Approach gave us a vector turn to 330 for spacing. We checked with passengers (to include two little girls in car seats) and all passengers were fine; seated; and buckled in. Seat belt sign was on at 10000 feet.




Synopsis: CE-560XLS Captain reported encountering wake turbulence on arrival into SFO in trail of a B737-800.