elihoole/asrs-aviation-reports huggingface dataset:
Date: 201701
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Flap Control (Trailing & Leading Edge)
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Requested ATC Assistance / Clarification; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We first received an ECAM message that the number 1 ILS had faulted. We wrote that up. Then later; we received an ECAM message that FLT CNTL FLAP 1 SYS Fault. The FO ran the QRH for that. The QRH stated that the flaps would move slowly. We sent messages for each of the faults that we received. I decided that I was going to need more time on final to get configured; so I asked the FO to [advise ATC]. He didn't think we needed to; but he did so because I asked. Shortly after we received a third ECAM; GPWS Fault. That QRH called for pulling circuit breakers. I decided that we were too low to the ground to start pulling circuit breakers. It was day VMC. I briefed the FAs. I sent dispatch a message. I made sure I transferred controls to the FO so that someone was flying the plane. I made a PA to the passengers. We were about 15000 feet by the time all that was done. ATC vectored us for a 20 mile final. We were cleared for the visual approach. There was traffic next to us on final; so I asked the FO to turn the transponder to TA. We landed uneventfully. The flaps seemed to work just fine. When we got to the gate; we thought we were taking the plane back out; so the FO went out and did a walk around. During that walk around; hydraulic fluid was found dripping from the nosewheel doors. I did not write that up because maintenance had already come on the plane and was troubleshooting. We swapped aircraft and went to the next flight. The only deviation I made from the QRH was not resetting the circuit breakers. And; like I stated above; doing that when below 10;000 AGL just didn't seem prudent.


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


Synopsis: A320 flight crew reported receiving a #1 ILS fault then a FLT CNTL FLAP 1 SYS fault and a third GPWS fault. A normal approach and landing ensued.
Date: 202009
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-28R Cherokee Arrow All Series
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Landing
Airspace: Class D ZZZ
Aircraft component: Gear Extend/Retract Mechanism
Component problem: Malfunctioning
Reporter organization: FBO
Reporter function: Instructor; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Other / Unknown
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I executed a flight in a Piper Arrow 28R-200 in the practice area; in which we came back doing a no gear landing. Today was [the student's] introductory flight in this aircraft. After taking off and leveling at 1;000 ft.; I noticed that the Gear in Transit Light turned on. I notice that the aircraft did not have an extra drag on it and the gear lever was still in the up position; breaker was in and that the emergency extension was not pressed; but the indicator was on. I radio for assistance in the practice area and two aircraft responded to my call; one of them was Aircraft Y. I let him know of my position and situation and he offered to help by flying next to Aircraft X and verify the position of the gears. I put the gear lever in the down position and flew along [a highway] waiting for verification from Aircraft Y. The flight instructor radios that the gears were down but not secure. At this point I had tried to text [ZZZ group chat] and advise my situation. [I] spoke to pilots over the radio for a solution on how to bring the plane safely back and made sure I did not miss anything on the manual or checklist. After cycling the gear and trying the emergency extension and realizing it was not working; I radioed ZZZ1 Tower and advise them of my situation. I did a low approach to verify if gears are down which I was told by tower that the nose gear did not appear to be down. After trying one more time in the pattern to cycle the gear and go over checklist and manual I decided to make the landing.




Synopsis: PA-28R Flight Instructor reported landing gear malfunction.
Date: 201908
Local time of day: 1801-2400
Location: HPN.Airport, NY
Flight conditions: IMC
Weather elements / visibility: 6
Light: Daylight
Aircraft: Learjet 60
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Climb
Airspace: Class D HPN
ATC / advisory: TRACON N90
Aircraft component: Pressurization System
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; 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 Diverted; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Run-up/taxi checks were normal. Departed with panel clear - normal. At 6300 ft. with heard a loud bang in the back of the cabin. I immediately leveled off and pulled the power back to 200 kts. We noticed the Emergency Press (red master caution) light was illuminated. We descended to 6000 ft. and told ATC we were [requesting priority handling] and diverting to HPN. ATC provided new routing. My Second in Command ran the Emergency Pressurization checklist. Isolated the emergency as per the Emergency Press checklist. From this point the flight was conducted normally (panel clear) with a successful landing at HPN ILS Runway 16 to a full stop.




Synopsis: Learjet 60 pilot reported a loud bang followed by a priority landing.
Date: 201905
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: SR22
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Ferry / Re-Positioning
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Distraction; Situational Awareness; Training / Qualification
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Ground Strike - Aircraft; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: The airplane was being ferried back to ZZZ by me after maintenance had been completed. I was the sole occupant of the airplane. I departed without any trouble at all. At 2;000FT MSL just east of ZZZ's airspace; I approached ZZZ and advised the Tower that I was inbound with the current ATIS. They instructed me to make a right base entry to XXL and cleared me to land on initial contact. At 500 AGL; my G1000 advised me of the altitude above ground. My approach was standard; the conditions were good; and the PAPI's were showing me on a proper glideslope. As I crossed the threshold; I reduced power and started to flare. I felt that the engine was still producing a little bit of power so I glanced at the throttle to confirm that there was no restriction causing the throttle not to go to idle. As I looked up; the airplane made contact with the ground with a hard initial landing. The airplane bounced up and on the second contact with the ground; the nose wheel gear collapsed and the propeller struck the runway. The plane came to a stop just prior to [second to last] taxiway at ZZZ. I then proceeded to secure the airplane by cutting off the fuel and turned off the electrical power. At that point; the airport operations personnel had arrived and inquired about my condition. I was uninjured and in no pain. I had no difficulty exiting the airplane. I then followed the instructions of the airport operations personnel.




Synopsis: SR22 pilot reported hard landing; gear collapse; and propeller strike.
Date: 201707
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: No Aircraft
Reporter organization: Air Carrier
Reporter function: Vehicle Driver
Anomaly: Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: [An employee] was walking on the inside of the plastics strips at the doorway. [A tug driver] was heading to the belts to drop off his bags from his inbound flight while as he was entering the area; he slowed to a walking pace as he started to go through the plastic curtains at the doorway of the line. His tug did not make it halfway through until he noticed someone on the other side as his tug broke through the heavily sooted curtains. He immediately stopped the tug; and got off and checked on the person whom he had just struck with his tug. Apparently [the employee on the other side of the curtain] was attempting to stop the tug and braced the front of the tug as it was entering the area breaking through the curtains. Being no match for the tug; she was pushed back and to the ground and she suffered minor injuries. This could have been much; much worse had the tug been going faster or if she was not seen at all or even if she hadn't put her hands up. This incident could have been COMPLETELY avoidable. Skid Marks on the ground indicate the driver was not going fast through the area.




Synopsis: A Ramp Supervisor reported a tug driver drove a tug through a dirty plastic strip door curtain and struck another employee walking on the other side which resulted in minor injuries.
Date: 201705
Local time of day: 1201-1800
Location: ANC.Airport, AK
Flight conditions: VMC
Light: Daylight
Aircraft: Widebody Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Climb
Airspace: Class C ANC
ATC / advisory: Tower ANC
Second aircraft: Small Aircraft
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Airspace Structure
Primary problem: Human Factors

Narrative: The KNIK 2 departure has a left hand turn to 329 after 2000 or 4 miles; whichever occurs first. During the climb out off of 07L; right before the turn; we receive a traffic alert and I see traffic on the magenta line on the ND at our Altitude. He was right where we were about to turn into. We were cleaning up and believe we were at flaps 1. Rather than lower the pitch to accelerate; I kept the pitch attitude to maintain a better climb; increasing it a little. We see the traffic cross to the left and below as we then start our turn. In the middle of the turn departure control queries if we are in the turn. The first officer responded we are in the turn; traffic insight; even though the controller did not call it out. Looking at the ND it appeared that we were on course. After rolling out on the heading; we received a traffic alert for another aircraft from ATC. Due to the mountains; there is a lot of VFR traffic that flies in the corridor between the mountains and the airport. It is distracting for crews to have VFR traffic during the climb out located on the assigned departure at or near the aircraft altitude. My recommendation would be for Anchorage tower not to issue a takeoff clearance when traffic will conflict. There have been many instances in Anchorage where we will pass over traffic with minimum separation and during a climb with a high-power setting. Being that this is a heavy aircraft that is very dangerous for a single engine airplane with regards to wake turbulence.




Synopsis: Air carrier Captain reported a TCAS TA on departure from ANC which led to delayed turn on the KNIK2 Departure.
Date: 201510
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Night
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp ZZZ
Reporter organization: Air Carrier
Reporter function: Vehicle Driver
Human factors: Communication Breakdown; Confusion; Situational Awareness; Distraction
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Aircraft
Detector: Person Ground Personnel
When detected: Taxi
Result: Aircraft Aircraft Damaged; Flight Crew Returned To Gate; Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Airport; Environment - Non Weather Related; Procedure; Human Factors
Primary problem: Human Factors

Narrative: While pushing back Flight minutes earlier from departure time; everything done safe; walk around; load the aircraft. I kept my eyesight on the left side wing walker; my main concern is to make sure that my left wing is clear from touching another wing next door; let me remind you that my right side wing was clear. I continue pushing because my left side wing walker continue giving me the all clear sign; while I was pushing I always kept my sight on my left side wing walker; again my wing walker kept on all clear sign and then I noticed that my flight clip the wing on the other aircraft parked by [Gate X]; then my left side wing walker gave me the stop sign; after my flight hit the wing on the aircraft parked by [Gate X]. Then I moved back the aircraft for repositioning; my supervisor came; mechanics came; and I told the captain to set brakes until further notice. After that I got off from push back; my right side wing walker tow in the plane to [Gate Y]; then I walked to write my statement.




Synopsis: A Pushback Tug Driver reported his push aircraft's right wing struck a parked aircraft during a night push even as his Wing Walker indicated it was clear.
Date: 201406
Local time of day: 1801-2400
Location: ORD.Airport, IL
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: First Officer
Anomaly: Ground Excursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Contributing factors: Airport; Weather; Human Factors; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: Landed Runway 10C at dusk; lightning and rain in the area; wet taxiways.  After crossing Runway 10L at CC directed to taxi L to Taxiway T10; hold short of 32L.  At the intersection of L and DD the taxiway does a 45 degree right turn. This is the old 10L pad. Captain made a comment; 'where did my taxi line go?'  Aircraft continued straight. I recognized we were approaching the taxiway edge and called out 'lights; lights'. Captain stopped the aircraft. Taxi speed was at or below 15 knots. The entire event occurred very quickly; approximately 5 seconds.  Contributing factors: 1. Environmental lighting and wet glare on taxiway.   2. The old paint from the 10L pad is still visible (though ground down).  This makes a Y at the incident point in the taxiway line.  3. [The Airport Diagram and the 10L Hold Pad inset] incorrectly shows the taxi line veering left; not right. The charts are incorrect and there is no current Construction Page.  4. The NOTAM for the 10L pad being closed does not mention the new taxi markings and change in direction.   5. There is a gap in the newly installed raised taxiway edge lights at the intersection of L.    Recommendations:  1. Update the NOTAM with the change in taxi direction and correct the Airport Diagram.  2. Review and correct the lighting to highlight the taxiway makes a right transition.  3. Remove the grind marks from the old taxi line.




Synopsis: B737 First Officer reports the old 10L hold pad at ORD at dusk with rain falling is challenging to see correct taxiway lines. The old taxiway lines; though ground down; are still visible and the Airport Diagram has not been updated and a construction page not issued for the work in progress.
Date: 201510
Location: ZZZ.Airport, US
Aircraft: No Aircraft
Operator: Air Carrier
Reporter organization: Air Carrier
Reporter function: Gate Agent / CSR
Human factors: Communication Breakdown; Confusion; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
Result: General None Reported / Taken
Contributing factors: Company Policy; Manuals; Procedure
Primary problem: Procedure

Narrative: Customer service unsure or unaware of proper handling of lithium batteries removed from mobility device. Operations made multiple requests to load planning to enter item on dangerous goods form without proper steps and documentation being completed.




Synopsis: An air carrier operations agent reported a customer service agent was uncertain about proper steps and documentation for handling a lithium battery removed from a wheel chair but requested load planning document it regardless.
Date: 201707
Local time of day: 0601-1200
Location: AKN.Airport, AK
Flight conditions: Mixed
Weather elements / visibility: Rain; Fog; 2
Light: Daylight
Aircraft: Seaplane or Amphibian
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Takeoff / Launch
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Sea
Human factors: Time Pressure; Situational Awareness
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Human Factors; Procedure; Weather
Primary problem: Procedure

Narrative: I taxied down river from my camp site to a stretch of the Alagnak River that provided me with a takeoff into the wind. There was moderate rain and the takeoff stretch of river appeared clear of obstructions. I applied power and got on the step and I determined that I needed to do a step turn to the right to accomplish the takeoff run. Suddenly I observed a fishing boat about 20 ft long in my takeoff path. I felt I could not abort the takeoff at that point without hitting the boat. I maneuvered to the left between the boat and the river bank. At that time I was on my right float with the left float out of the water. I maneuvered in this manner in a right turn between the boat and the bank and became airborne and continued downriver. I was positive I would touch or hit the bank but somehow avoided a crash and missed the boat. What caused the problem was restricted visibility for observance of obstructions on the river. In retrospect I should have taxied further down river for a longer takeoff area of river but with a crosswind.




Synopsis: Seaplane pilot reported taking evasive action to avoid a fishing boat during takeoff on a remote Alaskan river.
Date: 201302
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Light: Dawn
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Air Conditioning Distribution System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Observer
When detected: Aircraft In Service At Gate
Result: Aircraft Aircraft Damaged; General Flight Cancelled / Delayed; General Release Refused / Aircraft Not Accepted; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We had a flight attendant change during this enroute turn for the flight crew. An FAA Inspector boarded the aircraft to perform an inspection on our next leg. During his preflight; he found the AFT CABIN BULKHEAD EXHAUST LOUVER WINDOW was pushed in; and the LOUVER GUARD in the cargo compartment was damaged. Maintenance was contacted for repairs. The ground crew had loaded only a few bags for our destination; so the inspector believed that the aircraft had flown with the damaged louver case and guard. Since the damage was found after our inbound flight attendant had left the aircraft; I didn't have a chance to show and discuss the damage with him. The flight attendant manual indicates that flight attendants should preflight the louvers by checking that they are all closed. While the louvers were closed in this scenario; the aircraft wasn't airworthy because the louver case was not flush against the aft cabin bulkhead wall; an issue the flight attendant manual doesn't discuss; and flight attendants may not know to look for this. This was an airworthiness issue because the damaged louver guard and the resultant leaky cargo compartment due to the louver case not being flush against the bulkhead could have put the safety of the aircraft in question had we had a cargo fire enroute. It appears the flight attendant manual should be updated so the preflight inspection includes checking for closed louvers and checking that the louver case is flush against the aft bulkhead.




Synopsis: An FAA Inspector; boarding the CRJ-200 for an enroute check; discovered the aft cabin bulkhead louvers and the louver guard adjoining the cargo compartment were damaged rendering the jet unfit for service until properly repaired or replaced. The inability to seal off the cargo compartment would have compromised the safety of flight in the event of a cargo compartment fire.