elihoole/asrs-aviation-reports huggingface dataset:
Date: 201811
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Citation Latitude (C680A)
Operator: Air Taxi
Operating under: Part 135
Mission: Ferry / Re-Positioning
Flight phase: Parked
Aircraft component: Traffic Collision Avoidance System (TCAS)
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Aircraft; Human Factors; Procedure; MEL
Primary problem: Company Policy

Narrative: I was assigned Aircraft X which was in maintenance in ZZZ and expected to be released that afternoon. I noticed that the TCAS had been deferred; and after check in; I contacted Maintenance Control to confirm that they would be clearing this MEL. The Controller did not believe that this was in the work scope for that day. This was an [MEL Category] C item and would not have to be cleared until after my tour in this aircraft was over. It was scheduled to perform numerous flights with the TCAS deferred.I firmly believe that this MEL poses a potential safety issue; as we frequently operate in very busy and complex airspace shared with VFR aircraft which are not being controlled nor in communication with ATC. And even if ATC is in communication with these aircraft; they may be too busy to point out or effect evasive vectors to avoid a conflict. I have experienced numerous RA's over the years in which we did not see the encroaching aircraft and TCAS alone avoided a potential midair collision. I sent a message to the [Company] Safety department and the Safety committee requesting that this item be fixed prior to any flights for the reasons mentioned; especially since it was already in maintenance. I clarified that I was not refusing the flight; but my preference would be to repair this issue now. I also questioned if the large cabin aircraft were subject to the same MEL. I received emails back stating that the same MEL for the Large Cabin was a Category B MEL; and in some international operations; it was AOG [Grounding item]. This seems to be somewhat of a double standard. Also; they explained that the FAA had approved this MMEL deferral through a 'Risk Assessment;' thus allowing the [Company] MEL. Obviously I disagree with this risk assessment. After all; the requirement for TCAS came about years ago following a midair collision when the airspace was even less congested than now.I then received a revised Brief and email stating that we would be ferrying the aircraft to a Service Center in ZZZ1 for the repairs to be made. This made good sense; and that flight was conducted.




Synopsis: CE680 Captain reported requested an inoperative TCAS system be repaired prior to returning to revenue service.
Date: 201606
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Brasilia EMB-120 All Series
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Aircraft component: Microphone
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Maintenance
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Incorrect / Not Installed / Unavailable Part; Procedure
Primary problem: Ambiguous

Narrative: I was told to install a hot mic switch on the captain's yoke. I gained access to switch and wires before uninstall I labeled the 3 wires accordingly. Proceeded with the uninstall cut the wires; strip off the insulation and resoldered the 3 wires to the new switch as labeled. Reinstalled switch on yoke and ops checked it by comparing it with the First Officers's side. Ops check good. Signed it off. Pilot noticed the switch was upside down.I just soldered the 2 wires reverse of each other and installed switch upside down; so it function correctly upside down but right side up it was backwards. I then reinstalled the switch right side up. Signed it off as flipped switch. Then pilot noticed the hot mic switch and push to talk was reversed.




Synopsis: A maintenance Technician installed a 'Hot Mic' Switch on the captain's yoke upside-down.
Date: 201303
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna 152
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Initial Climb
ATC / advisory: Tower ZZZ
Aircraft component: Airspeed Indicator
Component problem: Malfunctioning
Reporter organization: FBO
Reporter function: Instructor; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: [We] aborted first takeoff due to a slow airspeed indication after a long takeoff roll. I thought the student (5 hours total time) was dragging the brakes. We taxied for a second takeoff. I took the controls to perform a short field procedure. I held the brakes; applied full throttle and noted the proper static rpm and engine indications. After a normal length ground roll; I pitched for climb out attitude; shortly after noticing airspeed indication of 40 KTS. I lowered the pitch attitude to maintain a safe airspeed indication and noted only 200 FT per minute and decreasing climb rate. I notified Air Traffic Control and circled from the takeoff runway to land on closest runway at an altitude of approximately 300 FT above ground level. The engine seemed to be operating properly throughout; but I decided to maintain a safe airspeed indication to prevent a stall at low altitude. I circled to non-active runway due to low altitude; with closest safe touchdown point.




Synopsis: The instructor and student pilot of a Cessna 152 aborted takeoff due to a slow airspeed indication. Following a taxi-back; the instructor assumed the controls for another takeoff. After a normal length takeoff roll; he pitched to a normal climb attitude then noticed the airspeed indicator at 40 KTS. He lowered the nose and returned to ensure a safe airspeed and returned to the field; landing on the closest runway.
Date: 202109
Local time of day: 1801-2400
Location: ZZZ.TRACON, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Initial Approach
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Reporter organization: FBO
Reporter function: Instructor; Pilot Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Commercial
Human factors: Situational Awareness; Communication Breakdown
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Student Training Flight; Transitioned through ZZZ airspace from North to South towards ZZZ1. ATC at ZZZ was advised of Aircraft X (our aircraft) of the destination. Parachute operations were occurring at the airport. Pilot flying was able to contact advisory frequency early due to a request made to the ATC at ZZZ. Pilot made incoming calls to overfly the field and enter left downwind Runway XX at approx. 5 and 3 miles and while over the runway. Helicopter making right traffic in pattern turning crosswind. Parachute operations made call while Aircraft X was over the airport of a 2 minute warning of parachuting operations being made by skydiving plane. Skydiver was approximately missed by 125 above at 1;900 feet MSL or 1;500 feet AGL. Aircraft X was inbound to make a tear drop entry into left downwind [Runway] XX. Pilots of jump plane were in contact with ZZZ Approach.Prevention: Parachute operating facilities need to be more aware of regulations105.23(c) A parachutist may drift over that airport with a fully deployed and properly functioning parachute if the parachutist is at least 2;000 feet above that airport's traffic pattern; and avoids creating a hazard to air traffic or to persons and property on the ground.If traffic is in the pattern or coming into the pattern and overflying the field and prior acknowledgment is made. Parachute operations need to hold passengers for release until Air Traffic has cleared and no longer are Hazards.In addition; Pilots transitioning from South out of ZZZ could be advised if parachute operations are about to occur; I.E. at time at which the parachutes are dropping and when the Area is clear again. The displacement between ZZZ airspace and ZZZ1 is merely 1 mile. This is not adequate time to change to Unicom and advised traffic of being inbound; Unless the pilot is able to change frequency early and make appropriate calls.




Synopsis: Flight Instructor reported a near miss with a parachutist over the airport.
Date: 201709
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Dusk
Aircraft: Challenger 300
Operator: Corporate
Flight plan: IFR
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Generator Drive
Component problem: Failed
Reporter organization: Corporate
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Overcame Equipment Problem; Flight Crew Diverted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Right generator tripped offline while climbing out through FL260. Requested to level at FL300 with ATC. Accomplished amber QRH procedure and the generator reset. Approximately 2 minutes later; the right generator tripped offline again. The amber checklist called for the generator not to be reset a second time. Discussed issue with other pilot and we descended to FL290 and slowed to 250kts to start the APU and regain services. APU never made it through the start sequence because the left generator tripped offline causing an ESSENTIAL POWER ONLY situation. The essential power only red QRH called for the resetting of both generators. The left generator did not come back online; the right generator did. Identification: CAS messages and blank screens.




Synopsis: CL-300 Captain reported diverting to an alternate airport after experiencing multiple generator anomalies.
Date: 201601
Local time of day: 0601-1200
Location: TPA.Airport, FL
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower TPA
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: Aircraft Equipment Problem Less Severe; Ground Event / Encounter Person / Animal / Bird
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Gate; Flight Crew Rejected Takeoff; General Maintenance Action
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: On takeoff roll; just prior to V1; [I] observed a bird of prey; with something in its talons; lifting off from the centerline of the runway. As the bird passed close abroad the right sight of the aircraft; we heard a load bang. [I] initiated a rejected takeoff as the F/O was calling 'V1'. After aircraft was stopped; F/O informed Tampa Tower of our reject. [I] made a PA and told the passengers to remain seated. We decided we did not need to run any emergency checklist. We discussed brake cooling and decided we could taxi to the gate for the required brake cooling (40 minutes per the performance computer brake cooling module). We discussed the likelihood that the bird was ingested by the number two engine and elected to shut it down as we taxied. Remainder of taxi to the gate was uneventful.


Second narrative: Day VMC Captain takeoff. I was the PM and monitoring the engine instruments and airspeed as the takeoff progressed. Five knots prior to V1 I called out 'V1.' As I verbalized this; or just prior; the Captain rejected the takeoff. I heard the loud bang of an impact just prior to the Captain's actions. I reverted to my duties of monitoring the deceleration and noted speedbrakes extended and thrust reversers deployed. The autobrakes rapidly decelerated the aircraft to a stop maybe halfway down the runway. In hindsight; the aircraft decelerated so quickly that I believe I was distracted from making the 'extended' and 'deployed' calls for the speedbrakes and thrust reversers. I informed the Tower of our rejected takeoff and that we were remaining stopped on the runway as we analyzed the situation and determined the appropriate action to take. The Captain said we had hit a bird. Stopped on the runway; we checked performance computer brake cooling and determined that 40 minutes of brake cooling at the gate was required. We taxied clear with no assistance required from Tower or Ground. Maintenance discovered bird remains on the right inboard leading edge and in the number two engine.


Synopsis: B737 flight crew reported rejecting the takeoff after experiencing a bird strike just below V1.
Date: 201507
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Weather elements / visibility: Light Cirrus; 5
Light: Daylight
Aircraft: MD-11
Mission: Cargo / Freight / Delivery
Flight phase: Climb
Airspace: Class A ZZZ
Aircraft component: Cockpit Window
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Second reporter function: First Officer; Pilot Not Flying
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: While climbing enroute on course to our first waypoint; the aircraft experienced a 'Shattered Windscreen' on the L FWD (Captains forward window) passing through 25;000 feet. Accompanied by a loud bang as the window shattered. We leveled the aircraft off; at 26;000 feet and asked Center for a return course towards [departure airport] as we sorted out the checklist items and contacted flight control via SATCOM. The co-pilot (Who was new to the company and fresh out of [training]) inadvertently advised Center that we had an emergency prior to running the cracked window checklist. I am not sure [Center] actually heard his transmission; as we were in an area of poor reception; expecting a frequency change. After running the checklist; we determined that; only the outermost pane was cracked and that the middle and inner panes were both good. I had adequate visibility out of an area just in front of my view. We enlisted the help of a jumpseating additional crew member; who was current and qualified on the MD-11 to assist us with the communications with both the dispatcher and the company's maintenance personnel. Maintenance advised us; as did the checklist; that the aircraft could continue to destination with just; and only the outer pane damaged. We decided with the dispatcher; that we would continue back towards our destination of ZZZ1. We also advised Center that we were 'NOT IN AN EMERGENCY SITUATION'. We flew the remainder of the trip uneventfully. I turned the aircraft over to the co-pilot for landing; prior to descent; as he had the better unobstructed view out his forward window. We taxied the aircraft to the company's hangar for repairs.


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


Synopsis: MD-11 flight crew reported the Captain's windshield outer pane shattered in climb. Since the other panes were intact the flight continued to destination.
Date: 201508
Local time of day: 1201-1800
Location: ATL.Airport, GA
Flight conditions: VMC
Light: Daylight
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 B ATL
ATC / advisory: Tower ATL
Second aircraft: B757 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Distraction
Anomaly: Deviation / Discrepancy - Procedural Landing Without Clearance; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Procedure; Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: While being vectored to the runway 10 approach into Atlanta we were cleared for the visual approach and told to slow to 180 until ZMANN and contact tower at ZMANN 119.5.  Just prior to reaching ZMANN we began to get configured.  The Captain called for gear down flaps thirty.  We intercepted the glideslope just prior to ZMANN and started to feel some wake off the 757 ahead of us.  The Captain opted to switch from approach mode to navigation mode and fly the approach using Vertical Speed mode for descent.  He wanted to stay about one dot above the glideslope to avoid the wake from the 757 ahead.  We made a normal touchdown in the touchdown zone and tower instructed us to taxi via the gold west hold short of 9R. I repeated that back to him and no other communications were exchanged.  Prior to that I remember keying the mike but do not recall hearing anything back.  I had switched frequencies at ZMANN; but got distracted with the changing of the flight profile to adjust for the wake turbulence and cannot recall if I got a reply from tower.Threats that occurred were primarily the wake turbulence from the 757 ahead along with configuration changes and descent changes.  Another potential threat can be when a time elapses from the time approach tells you to call tower at a given fix until you reach that fix; this can sometimes be several minutes and then many things happen at once.  I need to find a way to remind myself to make sure we have clearance




Synopsis: A CRJ-200 First Officer reported possibly landing without a clearance when a wake turbulence encounter distracted him at a critical time.
Date: 201906
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General Maintenance Action
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: At the end of my trip; I had been reassigned to operate ZZZ1-ZZZ instead of deadheading. The previous day's flight did not operate due to a sick call. Upon arriving at the aircraft all paperwork-fuel slip; weight manifest and the NOTOC (Notice to Captain) was already onboard and the plane was fully loaded. Upon reviewing the NOTOC; I saw flight [from previous day] was still annotated on the NOTOC. I made the incorrect assumption that all the paperwork had been left from the previous day; as the flight did not operate. What I missed was that the aircraft registration number was also wrong.I reviewed the DG's (Dangerous Goods) onboard; their positions and then lined through and corrected the flight number on both NOTOC's. I then told the Load Supervisor the flight number was incorrect and the change I had made. He said that was acceptable. Approximately 5 hours into the flight; we received a level 1-SEL FWD TEMP OFF alert for the forward lower pit. That caused me to want to review the NOTOC simply as a precaution due to the higher temperature in the forward pit. Upon review of the NOTOC; I realized the aircraft registration number was incorrect. I then contacted flight control to tell them it appeared we had the wrong NOTOC. They verified the number of DG's onboard; which did not match the NOTOC we had. They then sent us a proper summary of our DG's and the position on our aircraft. They also advised ramp control to reprint the proper NOTOC for the offload. In the future; I will more carefully review not only the DG's onboard but also all the appropriate 'Header' information to verify the NOTOC is correct for the aircraft I am on. I will also not make the assumption that the paperwork remained the same due to a departure delay.




Synopsis: MD-11 Captain reported discovering the incorrect Hazmat documents during cruise.