elihoole/asrs-aviation-reports huggingface dataset:
Date: 201208
Flight conditions: VMC
Light: Dawn
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZZ
Aircraft component: ACARS
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Troubleshooting; Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While flying in cruise I requested a Dispatch update from ACARS. When reviewing it; it show no position fuel reported to Dispatch by showing a dash next to the oceanic position instead of the A next to the position; even though we had passed over the position not abeam it. We were on a re-dispatch release; not a reserve release; so this was not a regulatory issue but in investigating we discovered the ACARS had dumped its initialization page which caused the aircraft not to report or accept ACARS messages. There is no notification to the pilot when/if this occurs other than troubleshooting when not receiving a response for an ACARS request or as I routinely do; look at the update to be sure Dispatch is receiving fuel reports. We had received all ETOPS required information; so the initialization dump had occurred after oceanic entry and after ETOPS weather was received. We did not write this up in aircraft log book as this has happened to me about 4 times in the last 3 weeks; and appears not to be an aircraft specific issue but more of a system systemic issue as it has occurred to me on different 777 aircraft. I sent messages to the Dispatcher telling him I was going to file a report and he indicated this has been an issue recently. The concerns I have is the flight following threat with Dispatch not able to contact the flight via SATCOM ACARS; also the security issues of immediate security messages sent through ACARS; and possible inability to receive ACARS clearances for oceanic entry. I encouraged the Dispatcher to file a report as well; to determine if this is a fleet specific issue to the 777 related to the AUTO INIT function of ACARS; dispatch software; or hardware issue with the flight following equipment.




Synopsis: A B777 Captain reported that at some point after oceanic track entry; the ACARS dropped its initialization which prevented the aircraft from sending and receiving ACARS reports including Dispatch messages; fuel reports; and other critical communications.
Date: 201910
Local time of day: 1201-1800
Location: BWG.Airport, KY
Flight conditions: VMC
Weather elements / visibility: 12
Light: Daylight
Aircraft: Light Sport Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Taxi
Aircraft component: Brake System
Component problem: Design
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine
Human factors: Human-Machine Interface; Training / Qualification
Anomaly: Aircraft Equipment Problem Less Severe; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Aircraft Damaged
Contributing factors: Human Factors; Aircraft
Primary problem: Human Factors

Narrative: Was taxiing to acquire the feel of new Light Sport Aircraft that I was operating. Made multiple taxi events including turns right and left to get the feel of the aircraft at different speeds and turning radius. Aircraft had 1 brake handle on the control stick that sends brake action to both main wheels simultaneously. This was a new method for braking I had never used. After several runs of a few hundred feet I elected to increase speed slightly and observe the effect in the effectiveness of the steering mechanism. I intended to remain well below liftoff speed during all taxi operations. During this particular taxi run the nose wheel began to lift off the asphalt. I promptly squeezed the brake handle to bring the aircraft's nose back to the asphalt. I was sitting in the left seat and at 230 lbs. there was much more weight on the left main tire than the Right due to seat position Left of the center of gravity. Since the brake handle sends equal brake pressure to both main tires the left main effectively took most of the braking action due to the most weight on the left main gear. This immediately took the aircraft 45 left turn and the aircraft left the runway asphalt and into the grass area adjacent to the runway. The aircraft rolled into a low ditch area close to the runway which had a concrete drainage form at the end of the drain tile that crossed under the taxiway. The airplane came to a stop in the drainage area adjacent to the concrete structure; damaging parts of the nose gear structure and portions of the wing leading edge. No injuries occurred and minimal damage to the aircraft due to the low speed at the time the aircraft exited the runway. Take away lessons I believe are:Should have had someone in the right seat to balance the weight load for taxi and braking events. Should have brought an instructor or someone familiar with this type of aircraft with me during taxi runs. Should have familiarized myself further on the braking action geometry before doing the taxi runs. Lesson learned- Just because it looks like very simple aircraft systems doesn't mean they are simple in all taxi/weight/speed regimes.




Synopsis: Light Sport pilot reported taxiing and losing control and exiting runway into grass.
Date: 201704
Local time of day: 0001-0600
Location: ZDV.ARTCC, CO
Flight conditions: VMC
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZDV
ATC / advisory: Center ZDV
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation - Speed All Types; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance; General Maintenance Action
Contributing factors: Weather
Primary problem: Weather

Narrative: While level in cruise with the autopilot and autothrottles engaged in smooth air we were at FL370 cruising at M.833-.836. The autothrottles were stable. The aircraft started climbing; the autopilot started to nose over. I reached for the throttles and pulled them back as the aircraft started to accelerate. The autopilot nosed over more. I pulled the throttles to idle and shut the autothrottles off. The overspeed warning then sounded and I shut the autopilot off and applied slight back pressure to the yoke. At this point the aircraft was climbing and still accelerating. The speed went 30 knots into the barber pole before slowing and we climbed to FL373. We descended back to FL370. Reported the severe mountain wave to ATC of +/- 35 knots and +/- 300 feet altitude. We contacted Dispatch [and] told them of the severe mountain wave encounter and asked for a phone patch to [Maintenance] as this was a large overspeed we wanted to ensure that we were ok to continue. [Maintenance] told us we were ok and the aircraft would be inspected in [destination airport].




Synopsis: B777 Captain reported encountering severe mountain wave turbulence at FL370 that resulted in speed and altitude excursions.
Date: 201512
Weather elements / visibility: Rain
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Aircraft component: External Power
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Ramp; Vehicle Driver
Human factors: Distraction; Situational Awareness; Workload
Second reporter function: Ramp
Anomaly: Aircraft Equipment Problem Less Severe; Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
When detected: Taxi
Result: Aircraft Aircraft Damaged
Contributing factors: Human Factors; Equipment / Tooling; Aircraft; Procedure
Primary problem: Human Factors

Narrative: While I was trying capture Aircraft X to supertug; the ground power cord got stuck on the front of the supertug and stretched the cord from the receptacle causing an arc flash damaging the ground power unit and possibly the aircraft.


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


Synopsis: While trying to connect a Super Tug to a B777 Aircraft the power cord got stuck on the front of the tug causing the power cord to stretch and get pulled away from the aircraft receptacle causing an Arch Flash damaging the ground power unit and possibly the aircraft.
Date: 202010
Local time of day: 1201-1800
Location: DEN.Tower, CO
Flight conditions: VMC
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class B DEN
ATC / advisory: Tower DEN
Reporter organization: Air Carrier
Reporter function: First Officer; 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; Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Airport; Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: On approach to 35R; we were direct FRONZ; cleared visual approach. We were on an angled intercept to final. Captain asked 7;000 ft. be set for FRONZ; I did and after leaving 8;000 ft.; tower advised our callsign and low altitude alert. I replied to ATC that we were ok; meaning level and clear of terrain at 7;000 ft. We intercepted the glide path to a normal approach and landing. During the low altitude alert we had finished slowing from 190 to 170 knots assigned. Several runway changes and speed changes preceded this event. I believe the Captain was trying to have the airplane; on the assigned speed; desired configuration and omitted the class B floor as I did.




Synopsis: B737 flight crew reported low altitude alert from ATC on approach.
Date: 202104
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Airspace: Class B ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Powerplant Lubrication System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Approximately 30 minutes after reaching cruising altitude; the lower display illuminated indicating low oil quantity in #2 engine. It indicated 3. Oil pressure and oil temp matched #1 engine. We opened QRH and learned there is no NNC (Non-Normal Checklist)  that covers low oil quantity. Upon a deeper review of our manuals we learned via the 737 FCTM (Flight Crew Training Manual) that the controlling engine indications that could lead to an inflight engine shutdown in regards to engine oil are only pressure and temp. We decided that as long as pressure and temp were good we would continue normal operations. Also based on aircraft logbook and Local Maintenance briefing regarding an earlier flight with a low oil quantity indication we felt it was an indication issue.We monitored pressure and temp and also made contingency plans for an engine shut down just in case. Within 15 minutes the quantity indication dropped to zero; but temp and pressure still matched the #1 engine.  After another 15 to 20 minutes we noticed oil pressure was slowly declining with  temp still good. Oil pressure continued to decrease until illuminated red. Ran QRH LOW Pressure NNC; which directed us to the inflight engine shutdown NNC.We informed ATC that we were performing a precautionary engine shutdown and will need to divert to ZZZ. ZZZ was chosen based on our cruise altitude and distance at providing the best drift down and descent airport. We completed the inflight engine shutdown NNCWe then completed engine out landing NNC and proceeded to ZZZ and landed without further incident. Upon landing we stopped on runway and were towed to ramp.Low oil quantity.




Synopsis: 737-80 flight crew reported loss of engine oil inflight.
Date: 201708
Local time of day: 1201-1800
Location: MFD.Tower, OR
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Landing
Airspace: Class D MFD
ATC / advisory: Tower MFD
Reporter organization: Government
Reporter function: Instructor; Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Distraction; Communication Breakdown; Training / Qualification
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Executed Go Around / Missed Approach; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: MFD VFR day; light traffic; very light complexity. Runway 32 closed with men and equipment on Runway 32. No Runway closure signs were placed on Runway 32 by airport management. Runway 14/32 closed was recorded and broadcasting on the ATIS. The mandatory Runway 14/32 closed placard was placed in the local control podium.I was on local control training a developmental. Aircraft X was inbound from the southwest of MFD. MFD approach coordinated a departure corridor inbound and it was approved. Aircraft X was instructed to enter left downwind Runway 23 on initial contact with the tower. As Aircraft X was tracking inbound; he appeared to not be complying with the instruction and the trainee issued a suggested heading of 060 vectors left downwind Runway 23. Aircraft X was informed of traffic departing Runway 23 and Aircraft X appeared to gain bearing of position and began a turn for a left downwind Runway 23. Aircraft X was instructed to resume pilot own navigation and enter left downwind Runway 23. As the trainee and I continued our scan of the airport and other traffic; we scanned back to Aircraft X and Aircraft X appeared to be on a left downwind for Runway 23. The trainee then cleared Aircraft X for the option Runway 23. Aircraft X read back cleared for the option Runway 23. The trainee and i continued our scan towards the other areas of the airport. We both returned our attention to scan Aircraft X and Aircraft X was touching down on Runway 32. The trainee then instructed Aircraft X to abort and climb up immediately men and equipment on the Runway. Aircraft X began to go around immediately after that.A mandatory requirement for Runway closure signs to be placed on Runways that are NOTAM closed by airport management.




Synopsis: Medford Local Controller reported that an aircraft was touching down on a closed runway and was sent around to avoid men and equipment.
Date: 201909
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness; Time Pressure; Workload; Distraction
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were cleared by Center for the ILS Runway XX into ZZZ. The weather in ZZZ was VFR but we needed to descend below an overcast layer to get the runway in sight. After descending on the ILS and before the FAF we saw the airport and continued the approach with visual callouts. Center then switched us to the CTAF; we did not call the airport insight before switching to CTAF. At 500 feet AGL the FA (Flight Attendant) called us on the emergency call button that she had a passenger in the lavatory. We decided to execute a go-around to allow the passenger to use the lavatory and retake his seat. After the go-around we joined the traffic pattern and verified with FA that the passenger was reseated. We then contacted Center and let them know we did a go-around and were in the pattern to land Runway XX. Center responded there was another inbound for the field and to cancel IFR as soon as possible after landing. We landed uneventfully and during the debrief we realized we were still on the ILS when we executed the go-around and ATC may have expected us to fly the published missed approach procedure; instead of joining the traffic pattern.The cause of this event was the preconceived idea that we were on the visual approach because we had the airport insight and the weather on the field was VFR. Another contributing factor was the distraction of the emergency call button and communication with the FA at a low altitude.This event could be avoided in the future by more proactively calling the airport insight to obtain a visual approach when weather permits.




Synopsis: CRJ-200 pilot reported a go-around with passenger in the lavatory while still on the ILS; and executed incorrect go-around procedure.
Date: 202107
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked; Taxi
Aircraft component: APU
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty); Flight Attendant In Charge
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural MEL / CDL; Flight Deck / Cabin / Aircraft Event Illness / Injury; Ground Event / Encounter Weather / Turbulence
Detector: Person Flight Attendant; Person Flight Crew
When detected: Aircraft In Service At Gate; Taxi
Result: Flight Crew Returned To Gate; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; MEL; Procedure; Weather
Primary problem: Aircraft

Narrative: During taxi out the APU on the aircraft failed with only one engine running. We then returned to the gate and the captain requested all passengers deplane while we waited for the MEL for the APU because the cabin temperature was becoming extremely unsafe. An air cart was attached to the aircraft because the bridge air was not cooling the aircraft; but this did not make a significant impact on the cabin temperature. We reboarded the aircraft and pushed back; but due to the remnants of Tropical Storm Name; there were significant departure delays and we need up with a 64 minute taxi-out. After we were airborne FA4 asked the Captain what the cabin temperature reached while we were waiting for departure and was informed that the cabin reached 96 degrees F. We were not re-catered with water or ice as requested and this made a significant impact on our service once airborne.Perform an aircraft swap if an APU goes INOP during the summer months. It is completely unacceptable and unsafe to expect passengers and crew to endure temperatures that high.




Synopsis: Flight Attendant reported a gate return due to APU failure which resulted in deplaning the passengers due to extreme temperatures; with the cabin temp going as high as 96 degrees F.
Date: 201304
Local time of day: 0001-0600
Location: ORD.Airport, IL
Weather elements / visibility: Turbulence; Icing
Light: Night
Aircraft: DC-10 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Landing
Airspace: Class B ORD
ATC / advisory: Tower ORD
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; First Officer
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Critical; Inflight Event / Encounter Fuel Issue; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification; Flight Crew Regained Aircraft Control; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Weather; Procedure; Human Factors
Primary problem: Procedure

Narrative: We encountered downdraft/[windshear] on short final to Runway 32R and initiated a go-around after touchdown occurred. Winds were 240/24G31 and 32R was only runway open. After the go-around; as fuel remaining was becoming a factor; Runway 27L was opened.We were vectored to [Runway] 27L and on a four mile final an airspeed difference of 18 KTS was noted between the Captain's and First Officer's ASIs. The standby ASI indicated the First Officer's was correct; an analysis confirmed by the AOA indicator in the HUD. Then the SEL EL FEEL MAN and FLAP LIM OVRD lights illuminated at 300 AGL. Fuel remaining indicated 16.8. We elected to continue the approach with airspeed call outs due to critical fuel state and less than ideal conditions at our alternate; MKE. Uneventful landing Runway 27L; during conditions like we encountered; (high crosswinds and visibility restricted due to rain) the airport should be using an active runway more aligned with the wind when one is available. The opening of [Runway] 27L within 10 minutes suggests to me that it was available.Just a quick note on duty status: The First Officer was pilot flying on first approach and the Captain flew the second.


Second narrative: We were stable and configured at gear down; 35 flaps. We got a severe downdraft below 50 FT; the aircraft touched down and bounced slightly which is when a go-around was executed. We checked our fuel required to get to our alternate; and saw the winds were gusting there also. We then declared minimum fuel and determined we were better off attempting a landing on Runway 27L in ORD.We did not have the fuel to go-around and troubleshoot; so we continued the approach with First Officer backing up Captain on airspeed; stable approach and uneventful landing.


Synopsis: When they had to reject their landing on Runway 32L due to gusty crosswinds and windshear the flight crew of an DC-10 declared minimum fuel and requested a runway into the wind for their second; and successful approach.