elihoole/asrs-aviation-reports huggingface dataset:
Date: 202202
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Nosewheel Steering
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Troubleshooting; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action; Flight Crew Became Reoriented; Flight Crew Landed As Precaution; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We departed ZZZ and once at a positive rate; I called for gear up. Right as my First Officer raised the gear handle we encountered a bump of light to moderate turbulence. After the gear retracted we received a steering inop caution message. We climbed towards 10;000 feet and once we were on course; away from terrain and caught up with flying the airplane I transferred flight controls and radios over to my FO (First Officer). We checked the QRC then went onto the QRH and performed the checklist but were unsuccessful.We then discussed a plan and decided to continue to ZZZ1 and land on [Runway] XXC as it was the longest runway and the winds were favorable. At this point I returned to PF (Pilot Flying) duties. We asked ZZZ Center to forward our request to ZZZ1 for planning purposes and advised them we were not an emergency; then texted Dispatch and filled in the flight attendants.Once with ZZZ Approach they elected to provide priority handling for us and vectored us into [Runway] XXC. We came to a full stop on the runway; I set the parking brake and made a PA to advise the passengers that the ARFF vehicles were precautionary and we were working on a maintenance issue. The system reset procedure was successful so we cancelled our emergency and taxied clear of the runway.




Synopsis: CRJ-700 Captain reported during initial climb and in turbulent conditions; a steering inop message was received. The flight crew elected to continue to destination airport and landed safely. A nose wheel steering reset was completed and the aircraft taxied to the gate.
Date: 201605
Local time of day: 1201-1800
Location: TXKF.Airport, FO
Flight conditions: VMC
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
ATC / advisory: Tower TXKF
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Situational Awareness
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Became Reoriented
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: We were doing a flaps 15 visual landing at BDA; runway 30. ILS back up. Winds were 200 at 13. Approach speed was about 158; with a gross weight of about 139;000. Dry runway. The approach was stable and uneventful. Just prior to landing we both observed that we didn't hear the altitude call outs below 50 feet; i.e. no 40; 30; or 20 feet automated calls. In the HUD I observed a RA in a box where the radio altitude numbers usually are. This abnormal [condition] corrected itself at 10 ft or so. I could see the single digit numbers on the HUD as we touched down. Upon touchdown; the spoilers did not deploy automatically so I reached down and manually pulled the handle. Two trays of breakfast dishes came crashing forward from the decking behind the Captain's seat. Shortly after that we observed the takeoff configuration light and heard the Takeoff Configuration warning horn. The Spoiler Do Not Arm light also was illuminated. I applied what felt like normal braking with a normal deceleration rate and we cleared the runway at taxiway B. Stowed the spoilers and the horn stopped and the light went out. Uneventful taxi in and shutdown. A few moments after we finished our checklist; the mechanic informed me that the fuse plugs on both right side main [tires] had blown. Post flight observed hot brakes on right side. We reviewed all systems related to this event. Due to the spoilers not deploying requiring me to deploy them manually; it possible that I didn't get the throttles to full idle. The distraction of the crashing dishes (correction for that is self-evident) and the Takeoff Warning Horn and the lights might have caused both of us to miss the fact that the thrust reversers were not deployed. With the high gross weight; high speed approach; without the use of Thrust Reversers; the normal deceleration rate was too much for the right brakes that day. PF deploy thrust reverser upon touchdown and if they are not deployed; PNF should call 'no reverse'.


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


Synopsis: B737-800 flight crew reported system anomalies on short final and after landing that could have been related to the Captain's failure to fully close the throttles.
Date: 201206
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Gulfstream IV / G350 / G450
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
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 Diverted; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While at FL400 in cruise the left engine TGT spiked to over 990; went back to normal and then spiked again. There were no changes in HP or LP Fan speed; fuel flow or thrust changes. The left engine power lever was moved to idle and no more TGT spikes were observed. We completed all QRC; QRH and AOM check lists; declared an emergency with ATC and requested a diversion to a nearby airport. After holding for 15 minutes to burn off fuel we conducted a normal landing and taxied to the airport FBO.




Synopsis: A GLF IV noted spiking left engine TGT; unaccompanied by other engine instrument anomalies. The flight crew declared an emergency and diverted to a nearby airport.
Date: 201810
Local time of day: 0601-1200
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZZ
Aircraft component: Turbine Engine Thrust Reverser
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Rejected Takeoff; Flight Crew Returned To Gate; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While on takeoff roll around 30 KTS we got EICAS Engine 1 REV DISAGREE caution light message; so we did our rejected take off procedure and got off the runway. [We] called Company and discussed with maintenance that the caution massage was out by the time we cleared the runway; so they said we can go ahead [and] attempt another take off with EICAS massage panel clear of any messages. They [were] going to note the occurrence; so it [would] be in the record. We went ahead [and] attempted another takeoff and the issue happened again around the same speed. We [cleared] the runway and contacted Company who told us to go back to the gate and maintenance [would] take a look at it. So we went back and maintenance came by and issued the MEL for it; and thereafter we got new paperwork and signed maintenance logbook with the MEL. Once all that done we went ahead with the flight and took off with no problems.




Synopsis: EMB-145LR Captain reported two rejected takeoffs were executed in response to EICAS message Engine 1 REV DISAGREE.
Date: 201907
Local time of day: 0601-1200
Location: PHL.Airport, PA
Flight conditions: VMC
Light: Daylight
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON PHL
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Confusion
Second reporter function: First Officer; Pilot Not Flying
Anomaly: ATC Issue All Types; Conflict NMAC; Deviation / Discrepancy - Procedural Clearance
Detector: Automation Aircraft RA; Automation Aircraft TA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While being vectored off the PAATS3 RNAV; at 7;000 feet; we were assigned a heading of 120 degrees. TCAS alerted us to another aircraft at our altitude; VERY close to our position. Before TCAS commanded a RA; I immediately turned off the autopilot; and began a steep turn to the left to avoid the traffic. The RA began giving instructions to climb. We complied. Returned to 7;000 feet. Landed PHL. PLEASE PROVIDE FEEDBACK TO ME THAT DESCRIBES HOW CLOSE WE WERE TO THE OTHER AIRCRAFT.Controller inattention. I spoke to Quality Assurance Supervisor in PHL TRACON. He told me it was being elevated to the highest level in FAA Quality Assurance program. He also stated that he had reviewed the radar recording along with audio ATC transmissions. He stated 'It did not look good'; and he 'could hear the audible change in the pilot monitoring's voice'!


Second narrative: We were vectored off the PATTS3 Arrival level at 7;000 feet. We were on a 120 degree heading. We noticed another aircraft at our altitude on the TCAS. Captain immediately started a left turn; simultaneously we received instructions from Approach for a left turn to 360 degrees and a RA CLIMB. We complied with the RA and the turn then returned to 7;000 continued with approach and landing PHL.


Synopsis: A320 flight crew reported that while on approach; TCAS alerted TA; followed by RA; requiring evasive action.
Date: 201203
Local time of day: 0601-1200
Location: ZZZZ.Airport, FO
Light: Daylight
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Mission: Ferry / Re-Positioning
Flight phase: Parked
Aircraft component: Leading Edge Slat
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Powerplant; Maintenance Airframe
Human factors: Situational Awareness; Confusion; Communication Breakdown
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Maintenance Action; General Flight Cancelled / Delayed; General Release Refused / Aircraft Not Accepted
Contributing factors: Human Factors; Incorrect / Not Installed / Unavailable Part; Chart Or Publication; Aircraft; Manuals
Primary problem: Human Factors

Narrative: We inadvertently installed # 2 slat that turned out to be 'Not-Effective' for our aircraft because it had not been modified for the Winglet Modification (MOD) by adding a vortilon to the leading edge. Our Illustrated Parts Catalog (IPC) showed that Part Number (P/N) XXX-51G was 'Effective'; but we missed the part about being modified for winglet aircraft. The aircraft was Ferry flight back to the U.S. for final repairs in which the slats were removed again and reinstalled. The correct P/N for the modified slat is 767-XXX-51G1. The aircraft has had the winglets installed for awhile. The winglet modified aircraft have several differences that not everyone is aware of; or even know to look for them. The aircraft never made a revenue flight before the problem was found March 2012; when the Captain noticed the vortilon missing and denied the B767-300 aircraft. It was brought back to the Hangar where I installed the vortilon early next morning per an Engineering Authorization (E/A) and a Job Card for modifying the slat to the [correct] configuration. I re-marked the slat with the new P/N 767-XXX-51G1; which is 'Effective' for the aircraft. I then returned the aircraft back to full service. The IPC should be revised to show that only P/N (767-XXX-51G1) is effective for that aircraft; at the #2 slat position.




Synopsis: A Line Mechanic reports he was involved with inadvertently installing a Leading Edge Slat on a B767-300 aircraft that was not 'Effective' for the #2 slat position. The slat had not been modified for winglet modified (mod) aircraft; which required adding a vortilon to the leading edge.
Date: 201909
Local time of day: 1201-1800
Location: U90.TRACON, AZ
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Approach
Airspace: Class C TUS
ATC / advisory: TRACON U90
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion; Distraction; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Other / Unknown; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airport
Primary problem: Airport

Narrative: Lighted taxiway signs A-5 and A-6 on the east side of the approach end of Runway 11L obscure a portion of the PAPI lighting system when on approach at night. If there was any additional obscuration of the airfield/runway due to weather or dust; it would be difficult to accurately follow the visual cues provided by the PAPI lighting system.




Synopsis: Pilot reported lighted taxiway signs A-5 and A-6 on the east side of the approach end of Runway 11L obscure a portion of the PAPI at TUS.
Date: 202112
Local time of day: 1801-2400
Location: OSU.Airport, OH
Weather elements / visibility: clear; 10
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Operator: Corporate
Operating under: Part 135
Flight plan: VFR
Mission: Ambulance
Flight phase: Landing
Airspace: Class D OSU
ATC / advisory: Tower OSU
Second aircraft: Small Aircraft
Reporter organization: Corporate
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Rotorcraft; Flight Crew Instrument
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airport; Procedure
Primary problem: Airport

Narrative: While inbound to OSU from the SE contacted tower at 5 nm out for landing at North ramp. Was advise of traffic on downwind and reported in sight. Was told to report Bethel as approaching Bethel Tower instructed me to turn west. Responded turning west as I did Aircraft Y on downwind had closed closer than expected and the turn west place me in direct conflict head on. I had to increase bank to 40 degrees to avoid collision.




Synopsis: Pilot reported while inbound to OSU; ATC instructed a turn to the west; which resulted in a NMAC with an aircraft in pattern.
Date: 202005
Local time of day: 1801-2400
Location: LAS.Airport, NV
Flight conditions: VMC
Weather elements / visibility: Turbulence
Aircraft: Widebody; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B LAS
ATC / advisory: TRACON L30
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Confusion; Distraction; Time Pressure; Situational Awareness
Anomaly: Airspace Violation All Types; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Chart Or Publication; Human Factors
Primary problem: Chart Or Publication

Narrative: Inbound on the TYSSN5 arrival.  Just past KADDY we were cleared direct LARRE and descend to 7;000.  I selected level change with 7;000 feet in the FCP (Flight Control Panel) window.  Passing 8;000 feet at 230 kts IAS I realized this new vector and descent would possibly bring us in below the Class B airspace.  I immediately selected 200 knots in the FCP window and used speed brakes to slow.  We reached 200 kts at approximately 7;300 feet MSL.  Upon further review of the Low IFR chart it was apparent that the Class B floor was at 8;000 feet during this deceleration.After being vectored off the arrival and given a descent; low situational awareness resulted in a late analysis of our position relative to the Class B floor.  Selection of level change was the wrong choice given our relative distance from LARRE; V/S with a reduced rate of descent would have slowed down the timeline.  This would have provided me more time to react with the deceleration and possibly kept us above 8;000 feet until passing 23 DME.  Environmental factors that may have been involved were time of day/direction of flight which resulted in us flying directly into the sun.I believe if the Class B airspace were depicted on our arrival charts it would greatly enhance situational awareness.  Currently we have to switch between the arrival or approach plate and the Low IFR chart to find our position relative to the Class B airspace.  In the scenario I've described this switching back and forth between charts often occurs at a high workload point on the arrival.  Reducing our rate of descent; slowing sooner; and having a better working knowledge of the Class B boundaries would have all been helpful.  Hard tuning the VOR used to define this airspace would have also been a good idea to provide a quick reference for distance to the field.




Synopsis: Air carrier Captain reported experiencing an airspace excursion after being vectored off the TYSSN5 arrival to LAS. Captain stated workload increased while trying to find the correct charts needed to stay within the LAS Class B airspace contributed to the event. Captain recommends the LAS Class B airspace be included on the arrival charts.
Date: 201409
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: TRACON ZZZ
Aircraft component: Horizontal Stabilizer Trim
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Troubleshooting
Second reporter function: Captain; Check Pilot; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Speed All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Maintenance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Diverted; Flight Crew Took Evasive Action; General Maintenance Action; General Declared Emergency
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: Exceeded 250 knots by 10 knots (260) on climb out due to failure of electric trim system. Declared emergency and diverted flight.Aircraft had prior history of trim faults. Suggest paying more attention to failure codes as they show up on maintenance screen and conduct more trouble shooting.


Second narrative: Max airspeed was approximately 260KT before autothrottles were disengaged.


Synopsis: A B737-800 electric trim failed after takeoff and the aircraft exceeded 250 KTS below 10;000 FT before the autothrottles were turned off. The flight diverted to an airport with Maintenance.
Date: 201207
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Gulfstream IV / G350 / G450
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pneumatic Valve/Bleed Valve
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Human-Machine Interface; Troubleshooting; Communication Breakdown
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While cruising at FL400 the cabin altitude warning sounded and the cabin altitude was 9;200 FT and climbing. After both pilots checked in on 100% oxygen the outflow valve was manually closed and since the cabin altitude continued to climb an emergency descent was initiated. ATC was advised; but had difficulty understanding my transmission from the oxygen mask microphone. Another aircraft understood and relayed to ATC. The checklist was run from the top and I removed my mask as soon as possible to use another microphone. We determined the left engine bleed had failed and the flight was continued at a lower altitude with the isolation valve open and bleed air being supplied from the right engine. I overlooked changing the transponder code to 7700 until requested by the Controller due to the difficulty of communicating through the mask. The transponder code was changed at the following Controller's request. It should be noted that the oxygen masks and microphones tested good prior to the flight and another aircraft was able to understand our transmission.




Synopsis: A G-IV flight executed and emergency descent when their pressurization system failed at FL400.