elihoole/asrs-aviation-reports huggingface dataset:
Date: 201706
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dusk
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Aircraft component: Main Gear Tire
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Ground Personnel
When detected: Taxi
Result: General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After a normal landing; we exited on the high speed and headed toward the terminal. Just before we turned onto the ramp; we overheard an aircraft report debris and a tire on a taxiway. We were curious about the report; but did not think too much about it since we had not noticed any unusual or abnormal indications from the aircraft. We continued to the gate and went through normal procedures. Only after we shut down at the gate did we realize something was amiss as several ramp personnel were pointing to the right side of the aircraft. After completing the checklists; we went to see what was observed and saw that the right outboard tire was missing. While the entire flight was normal; there was one coincidental event. The tow bar pin broke on pushback. Maintenance was called and an entry was made. The mechanic talked to me on the intercom and said he saw no damage; but would do the complete inspection. The new release was received and the next pushback was completed without any further incident.


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


Synopsis: B737 flight crew reported the #4 main gear tire had departed the aircraft during taxi in.
Date: 201503
Local time of day: 1201-1800
Location: SBN.Tower, IN
Light: Daylight
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Airspace: Class C SBN
ATC / advisory: Tower SBN
Reporter organization: Government
Reporter function: Flight Data / Clearance Delivery
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Troubleshooting
Anomaly: ATC Issue All Types
Detector: Person Air Traffic Control
Contributing factors: ATC Equipment / Nav Facility / Buildings; Equipment / Tooling; Procedure
Primary problem: Procedure

Narrative: While working Clearance Delivery; I was notified that Tech Ops would be working on the standby frequencies and to remain on only mains.  I made sure all frequencies were selected to main.  Over the next 10 minutes or so; several random squelches and carry over type sounds were made on my frequency.  I asked local and they said they were getting the same thing.  I notified the TRACON and they said they would look into it. After a few more minutes; one very loud noise was sent into my ear.  I immediately ripped my ear bud out of my ear and put the frequencies on loud speaker.  I called maintenance to notify them and they said they were working on the frequencies but they don't know what happened.  I notified the facility CIC as well. This is not the first time a loud squelch was sent into my ear when the frequencies were being worked on. Last time was definitely tech ops.  This time they claim it wasn't them.  I have no recommended change unless it actually was them and they don't realize it.  Then they should be more careful.  I checked the tapes to be sure it was there and recorded and it was.




Synopsis: SBN Controller reports of being told by Maintenance that they would be working on frequencies and to use the main transmitters and receivers; [there are a main and stand-by].  The Controller then reports of receiving a loud noise in his ear.
Date: 201702
Local time of day: 1201-1800
Location: GSP.Airport, SC
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Initial Approach
Airspace: Class D GMU
ATC / advisory: TRACON GSP
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Separated Traffic
Contributing factors: Procedure; Chart Or Publication; Airspace Structure; Airport
Primary problem: Airspace Structure

Narrative: Aircraft X was on a VFR practice approach to runway 1 at GMU. An unidentified aircraft departed runway 5 at GYH and turned southbound. Because I have seen a lot of close calls and I wasn't busy; I noticed the aircraft squawking 1200. Since the aircraft were converging; I called GYH tower to find out the aircraft's intentions. I then instructed GYH tower to turn the aircraft to a 090 degree heading. This took care of the issue.Because this situation happens quickly; without warning; and with multiple frequencies involved; we can't ensure that this won't lead to a midair collision. I am told the FAA is about to get a second briefing for a proposed DBRITE (Tower Radar Display) for GYH. Hopefully [they] will approve it; but I doubt [they] know about the last two incidents.The DBRITE is very important; but must be paired with VFR departure procedures for GYH. My supervisor suggested that ALL VFR departures off GYH should exit the Class D laterally. This would keep the aircraft from climbing above 1800 feet before getting 5 miles from GYH. This would substantially reduce the risk to the system. It would require more phraseology from GYH tower. Something like remain at or below 1800 feet until 5 miles from GYH and outside of GMU Class D and GSP class C. If unable; advise. Last year GYH tower; GMU tower; and GSP tower tried to reach an agreement about VFR departures; but failed. If IFR/VFR traffic is a top 5 issue and the FAA has the capacity to manage the system; this can be fixed easily and quickly. It needs to be fixed immediately because sooner or later; our luck will run out.




Synopsis: A Controller reported a VFR aircraft depart an airport that was going to be in confliction with their aircraft on approach so they issued a vector away to the the VFR aircraft.
Date: 201509
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: Golden Eagle 421
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Approach
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Air/Ground Communication
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Distraction; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Procedure; Human Factors; Equipment / Tooling
Primary problem: Human Factors

Narrative: In visible conditions but on ILS clearance to maintain 2400 until established. I briefly switched transmit to CTAF to key the runway lights and was distracted by the fact I couldn't get the runway lights to come on. Did get them to come on and began a visual descent realizing I had not called the field in sight and cancelled with ATC. I switched transmit frequencies back to cancel realizing I had not had ATC on receive while I was keying the pilot controlled lighting (PCL). ATC had been trying to reach me to give me a low altitude warning. The lesson here is to tell ATC I am visual but need to switch frequencies to key the PCL. Additionally; make certain I have cancelled and coordinated with ATC before beginning a visual descent.




Synopsis: C421 pilot became distracted after momentarily switching frequencies to activate runway lighting and began a visual approach without coordination with ATC. When contact was reestablished; ATC provided a low altitude warning to the pilot.
Date: 201206
Local time of day: 1801-2400
Location: ATL.Airport, GA
Light: Dusk
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B ATL
ATC / advisory: Tower ATL
Second aircraft: A319
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Procedure

Narrative: After takeoff; heavy wake from A319. Ended up off course. Immediately turned to the left and intercepted departure course. Neither Tower or Departure Control mentioned that we might have deviated from departure course. Cause: ATL Tower gets in a hurry and clears aircraft for takeoff while the other aircraft is not off the ground yet. Should have asked for about 30 seconds.


Second narrative: A319/320 generate a wake as much as a heavy. Should ask for more time between departure behind an Airbus.


Synopsis: A CRJ-200 flight crew reported a wake encounter following an A319 after takeoff at ATL that resulted in a course deviation. Reporters suggested allowing more spacing behind A319/320 aircraft.
Date: 201909
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: Ramp
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation
Detector: Person Ground Personnel
When detected: Other Arrival Cargo Unloading
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: ZZZ has been getting batteries in the mail on our flights from ZZZ1. This is the most recent flight and I notified the supervisors and took some pictures. These flights are arriving ZZZ without any documentation that there is Hazmat loaded on the flights. The labels on the boxes are marked XXXXXX.




Synopsis: Airline ramp personnel reported an increase in the number of batteries arriving in mail cargo instead of shipped as Hazmat with proper documentation.
Date: 201203
Local time of day: 0601-1200
Location: OCF.Airport, FL
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZJX
ATC / advisory: Center ZJX
Second aircraft: Small Aircraft
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Commercial; Flight Crew Multiengine
Human factors: Time Pressure; Distraction; Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On flight to OCF at 3;000 FT Talking with pilot/owner in left seat.  He said 'Traffic.'  I looked out my window and above the right wing were two white RV-4s; -8s; or Cirrus aircraft in close formation crossing over us from right to left.  They were probably 100-200 FT away when we saw them.  From now on; I'll insist that we always get flight following.  Obviously; neither we nor the traffic were talking and squawking.  No evasive action was taken since it was too late and we could immediately tell that we would miss them (but was very close).  Now thinking about it; we might not have taken evasive action because we were stunned at how close they were to us.




Synopsis: A PA28 Pilot reported a near miss with two aircraft in close formation at 3;500 FT near OCF in Class E airspace.
Date: 201204
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: B737-300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Aeroplane Flight Control
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Training / Qualification; Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Human Factors; Aircraft
Primary problem: Aircraft

Narrative: We took the aircraft from a previous crew to fly one last leg for the night. They reported no problems with the aircraft. After takeoff; found excessive aileron trim needed to fly the aircraft. It took 15-18 units/degrees of right aileron trim to fly coordinated flight; in all configurations from takeoff to landing. First Officer was flying. Fuel was balanced; thrust was symmetrical; and the ball was centered; and we needed 15-18 units of right aileron trim to fly coordinated flight. We notified Dispatch to inform Maintenance; and Dispatch told us to return to the departure airport. We were exactly half way to the overnight destination; and we turned around and landed; wrote up the aircraft; and took a different one to our scheduled airport. We did not declare an emergency as we had no problems controlling the aircraft. It appeared to be out of rig. We elected not to fly the 'slam dunk' and coordinated with Approach Control to fly a 15 mile final to configure the aircraft slowly for landing. Previous crew should have noticed and reported the excessive trim problem.




Synopsis: A B737-300 Captain reported that after takeoff 15-18 right aileron trim units were need to attain coordinated flight so Maintenance asked the crew to return to the departure airport.
Date: 201809
Location: ZZZ.Airport, US
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Equipment Problem Dissipated
Contributing factors: Procedure
Primary problem: Procedure

Narrative: During pushback normal pushback procedures were in use. After the pushback was complete I was asked to set the brakes. I could tell that the ground crew was having some difficulty disconnecting the tow bar. They asked me if I could release the brakes to allow them to disconnect the tow bar. I replied that I could NOT release the brakes to assist them in disconnecting the tow bar. The only thing that I would agree to was releasing the brakes if the tug and tow bar was still connected so they could push or pull the aircraft to straighten the nose wheel out. When the nose wheel was straight we would reset the brakes and then use normal procedures to disconnect the tug and tow bar. They told me that they agreed to do that. The ground crew assured me that I was connected to the tug and told me to release the brakes. I released the brakes and the ground crew disconnected the tow bar without permission. When they told me that the tow bar was disconnected I set the brakes. I told the ground crew that this was a direct violation of our SOP and a serious safety issue. I suspect the ground crew lied to me to get me to release the brakes. [The] ground crew didn't seem interested in following our SOP.




Synopsis: A320 Captain reported that the push-back crew did not follow the SOP and disconnected the tow bar while the brakes were released.
Date: 202011
Aircraft: No Aircraft
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Human factors: Situational Awareness; Confusion; Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure; Incorrect / Not Installed / Unavailable Part; Environment - Non Weather Related; Company Policy
Primary problem: Company Policy

Narrative: The new bus schedule is designed to get someone sick in the near future. The new schedule leaves at various times and they are all packed. Where is the social distancing here??!!!! You want us to practice 6 feet apart; but why not on the bus. I feel unsafe to be on the bus. Would you? We have to be consistent in all areas; even on the bus. Do they clean the bus? I haven't seen anything done since returning to work.




Synopsis: Airport Ground Agent reported the employee bus is very crowded and is concerned social distancing is not being enforced.
Date: 201306
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
ATC / advisory: TRACON ZZZ
Aircraft component: Flap Control (Trailing & Leading Edge)
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Attendant
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: My flight had an issue with the landing flaps during approach. While in our jump seats after we had already received the four bells the Captain called via the interphone and explained the situation about the flaps. The Captain told us as well as made an announcement to the passengers that we were going to do a go-around to see if they could fix the problem; but after a few minutes he called back and asked us to prepare the cabin for an emergency landing.  I retrieved my emergency manual with the planned cabin prep card [land] and proceeded to follow the card. The flight attendants made the cabin prep announcements while myself and the A Flight Attendant demonstrated the safety information card; brace positions; seat belts; and emergency exits. [We] checked passengers and infants for brace position and seat belts.  I then went to the window exits and briefed the passengers how to open the window exits.  I; along with all the other flight attendants did a final cabin check and took our jump seats and did my thirty second review.  When the Captain came over the PA and said brace for impact I as well as all the flight attendants shouted heads down stay down until the aircraft came to a stop and the Captain over the PA told us to remain seated. We remained seated until parked at the gate.




Synopsis: A Flight Attendant on an A319 describes the in-cabin scenario after being notified by the Captain of a flap malfunction and subsequent emergency landing.
Date: 201411
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
ATC / advisory: Ramp ZZZ
Aircraft component: Oxygen System/Crew
Component problem: Design; Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Situational Awareness; Communication Breakdown; Confusion; Training / Qualification
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: Pre-flight
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Procedure; Human Factors; Aircraft
Primary problem: Aircraft

Narrative: During preflight safety check of crew oxygen system; crew suspected closed O2 valve. Wrote it in log book. Maintenance checked valve and confirmed open. Captain checked flow on mask and noted no change on O2 pressure gauge. Confirmed logbook write up.  In flight I was going to take a bathroom break so First Officer cleared his O2 mask and checked the pressure gauge at the same time and noted pressure went to zero. Seconds later the pressure returned to 950PSI. I suspected that the valve had either not been opened or subsequently closed. I wrote that in the logbook. Prior to that I requested an early descent into ZZZ from ATC. I canceled the bathroom break and had flight attendants bring two oxygen bottles into cockpit.  Landed uneventfully. Consulted with mechanic who said that he found the O2 bottle closed; but opened a quarter turn. Advised outbound crew. System Malfunction.




Synopsis: B737 Captain reports the First Officer (F/O) cleared his O2 mask and noted the O2 pressure dropped to zero in flight. Seconds later the pressure returned to 950 PSI. Arrival station Aircraft Maintenance Technician (AMT) found O2 bottle handle only one-quarter turn opened. Captain had made logbook write-up at previous station suspecting bottle was 'closed'; but was assured the O2 handle was 'open'.