elihoole/asrs-aviation-reports huggingface dataset:
Date: 201909
Location: ZZZ.Airport, US
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: None
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Technician
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Routine Inspection
Result: General None Reported / Taken
Contributing factors: Company Policy; Human Factors; Manuals
Primary problem: Company Policy

Narrative: While accomplishing the Number 1 engine starter service; the perplexing system employed by [company] to identify materials; once again; proved maddening.In particular to the starter service; the JIC (Job Instruction Card) calls out the use of PWA 521 TYP I or TYP II oil. What is PWA521 oil? I do not see oil stocked on our shelves identified as PWA 521. Where and how does one 'cross reference' this spec? Are the job card writers 'privy' to this information? PWA 521 is not a commonly recognizable spec at ZZZ. I might add that this number is not a valid number in our parts ordering app.Question 1:As it happens; the starter has a data plate indicating the use of oil which meets a MIL-SPEC. Nowhere on the data plate is PWA 521 identified. If I 'find' an oil which meets the MIL-SPEC noted on the starter and use that oil (in this case Turbo Oil 2197) am I in compliance with the JIC?This is not an isolated case. The technician is exposed to myriad of numbers and specifications provided by approved data and it is not always clear the correct material is being used. The cards might use [Company Assigned Numbers] (which should be the current across the board number); legacy numbers; trade names; numbers specific to a manufacturer or vendor and so on and so on. And to be certain the point is made; cross referencing numbers can at times be confusing; time consuming but most important; inconclusive.Question 2:Is it out of the scope of Management to review the approved data and match the specified materials to a [Company Assigned Number] If routinely technicians suffer thru these headaches; is [Company] operating at an acceptable efficiency? Would it not make more sense to put the brain work in one time when the approved data is adopted versus repeating that inefficiency?




Synopsis: Maintenance Technician reported inconsistent company oil and consumable reference numbers; causing confusion when performing service.
Date: 201901
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Human factors: Physiological - Other; Fatigue; Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate
Contributing factors: Company Policy; Human Factors
Primary problem: Company Policy

Narrative: Yellow emergency - Landing flaps were not working. Sterile; compliance checks completed both flight attendants in jumpseats. Call from Captain informing us of the situation. [Advise ATC]. We went through the TEST items. Passengers were informed by Captain. Outstanding CRM between pilots and flight attendants. Landed safely-Thanks to our pilots.After passengers were deplaned; it was visible the pilots were shaken. Our Captain went above and beyond looking out for his crew. Our pilots were professional and thorough. Excellent CRM among our crew. Pilots felt we should have all been pulled from the next leg; pilots [were] looking out for the well-being of the whole crew. After conversations with Crew Scheduling and Safety; it was determined the pilots would need to use the 'fatigued 'option. Flight attendants don't have that option per Crew Scheduling. Flight attendants needed to get to get from [first] gates to [second] gates [then] to another plane. Pilots were pulled from another crew to work our flight. Our pilots were sent to a hotel and the flight attendants from the other crew as well. This is the area I am questioning. I sent out an email to confirm if this indeed happen and I have not received a response. When incidents involving [urgent matters]; it's important the crews be removed to be able to discuss and regroup. Safety is our number one priority. This is the responsibility of our crews as well as [Company].




Synopsis: Flight Attendant reported the flight crew was replaced for fatigue following a stressful in-flight issue; but the flight attendants were not.
Date: 201906
Local time of day: 1801-2400
Location: ZJX.ARTCC, FL
Flight conditions: IMC
Weather elements / visibility: Thunderstorm; Turbulence
Light: Night
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZJX
ATC / advisory: Center ZJX
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: Situational Awareness
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation - Speed All Types; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control; Flight Crew Returned To Clearance
Contributing factors: Weather
Primary problem: Weather

Narrative: [ZZZ] to PHL. Many thunderstorms enroute. Flight plan and path went up the east coast over land; no water routes. Aircraft was dispatched with a light load of passengers and 41;000 feet final altitude. Our path paralleled some of these fronts carrying thunderstorms and convective activity. 30NW of SAV we were on top of this weather above a solid layer. We met an updraft of air that took us up to an altitude 41;500 feet in what we considered severe turbulence. Airspeed over speed was encountered; then an under speed was [encountered] with this upset recovery. A request for lower was [made] and [we were] given 37;000 feet. Leveling 37;000 feet the autopilot was turned back on and a verification of status of flight attendants and people were made to see anyone was hurt. Nobody was hurt.Flying among huge unstable weather masses. Even though we had the weather radar on and the turbulence was not being depicted we still encountered rough air. If I could re-do this I would have stayed at a lower altitude and given a wider berth to the weather. Also; I would have asked ATC for more updates on their ride reports and paths that traffic in front was using to get around some of the weather.




Synopsis: B737-800 Captain reported airspeed and altitude excursions occurred during severe turbulence at FL410 while skirting thunderstorms.
Date: 201711
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Dash 8-300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: APU Electrical
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Time Pressure
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Ground Personnel; Person Flight Crew
When detected: Aircraft In Service At Gate
Result: Flight Crew Overcame Equipment Problem; General Evacuated
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After engine start; we noticed the APU contactor was welded; we quickly de-powered the aircraft and asked all the passengers to deplane. During the deplaning process; the ramp supervisor advised me that he sees a lot of smoke coming from the APU area. At that point we were almost finished deplaning all passengers except 3 that came on with wheelchairs (they were still seated). At that point in time; I decided to activate the APU fire bottle on the side of caution knowing I have a few passengers that were still on the plane with mobility issues. Fire services were also called and inspection was also done by the firefighters to ensure no fire was present.


Second narrative: After engine start crew noticed that the APU wouldn't shut off and there was an excessively high load. We suspected APU contact weld. Upon detection of this problem we started to deplane and during the deplaning process a ground personnel announced there was smoke coming from the back of the aircraft. Since we had passengers that required the ramp and the ramp had already been taken away; the captain elected to discharge the APU fire bottle as a safety measure. The aircraft was powered down immediately following the APU fire bottle discharge. During this time; I was assisting the wheel chair passengers with going down the stairs as quickly and safe as possible. AARF was called and met the aircraft


Synopsis: Bombardier Dash 8 flight crew reported shutting down the APU and discharging the fire bottle after noticing an excessive electrical load on the APU and smoke reported to be coming from the tail area.
Date: 201203
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: MD-83
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Normal Brake System
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 Critical
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Rejected Takeoff; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: As power [was] applied for take off aircraft shuddered dramatically. I; as Captain; took control of aircraft and aborted takeoff at very low speed (less than 5 KTS) [and] taxied clear of the runway. [We] called for Maintenance/Operations support as aircraft was not able to be moved with right brake system engaged. ARFF; Maintenance; and Operations support all arrived. Passengers offloaded and passengers/crew transported back to terminal. Aircraft left under Maintenance control.




Synopsis: MD83 Captain reports the aircraft shuddering dramatically as power is added for takeoff. The takeoff is rejected and the right brake is found to be partially engaged. Maintenance is called and the passengers and crew are bused to the terminal.
Date: 201603
Local time of day: 1201-1800
Location: PVU.Airport, UT
Light: Daylight
Aircraft: DA20 Undifferentiated
Operating under: Part 91
Mission: Training
Flight phase: Descent
Airspace: Class D PVU
ATC / advisory: Tower PVU
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine
Anomaly: Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I had just entered PVU class delta airspace. I was 6000 feet MSL descending to 5500 MSL. I observed what appeared to be an unmanned drone aircraft at 1000 AGL (5500 MSL). The observation was reported to the control tower.




Synopsis: DA20 Instructor reported sighting a drone in PVU Class D airspace and reported it to the Tower.
Date: 201207
Local time of day: 0601-1200
Location: ZZZZ.Airport, FO
Light: Daylight
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
ATC / advisory: Ramp ZZZZ
Aircraft component: APU Fire/Overheat Warning
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Human factors: Time Pressure; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Maintenance
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: Pre-flight
Result: General Maintenance Action; General Evacuated; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: 12 minutes prior to departure. Approximately 1 minute after switching from external power to APU power; APU auto shutdown. APU FIRE illuminated and bottle discharged. Commanded deplaning via jet bridge and contacted Ground for Airfield Rescue and Fire Fighter equipment to respond. No fire. Maintenance inspected; MELed; and we departed. Repeat on switching power to external at our destination. APU FIRE illuminated. [I] contacted Ground for Airfield Rescue and Fire Fighter equipment to respond. No fire. Maintenance took aircraft. [I was] surprised that a power spike would cause a fire warning/auto shutdown.




Synopsis: A B777 APU auto shutdown with a fire warning and bottle discharge about one minute after the APU assumed electrical both before flight and again at the destination.
Date: 202008
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Medium Large Transport; Low Wing; 2 Turbojet Eng
Operator: Corporate
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Taxi
ATC / advisory: Tower ZZZ
Reporter organization: Corporate
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Situational Awareness; Distraction; Communication Breakdown; Workload
Anomaly: Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Taxiway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Provided Assistance; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: This was my first flight in a jet in 5 months due to COVID.  We were doing 6 full stop landings at ZZZ.  After landing number 3 (I think) while still on the runway we were told by tower to contact Ground.  I didn't want to call Ground while on the runway; so I opted to work on setting up the plane for the next takeoff.The FMS has to be re-programmed from scratch after each landing which is a lot of work.  I was busy doing that and we taxied for 1/4 mile without calling Ground.  Tower reached out to us and asked our intentions.I was in a rush to get the FMS and plane reset for the next takeoff and forgot to call Ground.  I've never done multiple landings in this plane so this was a non-normal operation for me.Next time I should not distract myself from contacting ground by doing other work.




Synopsis: Air carrier First Officer reported not calling Ground Control after clearing the runway.
Date: 201810
Local time of day: 1801-2400
Location: HWD.Airport, CA
Aircraft: No Aircraft
Reporter organization: Government
Reporter function: Local; Supervisor / CIC
Reporter qualification: Air Traffic Control Developmental
Human factors: Training / Qualification; Situational Awareness; Communication Breakdown
Anomaly: ATC Issue All Types
Detector: Person Air Traffic Control
Contributing factors: Equipment / Tooling; Procedure; ATC Equipment / Nav Facility / Buildings
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: [My trainer and I] had just assumed the Local Control Number 1 position to begin training and immediately lost all radios on our ETVs [Enhanced Terminal Voice Switch] system. At the same time Ground Control lost all of their radios and the ATIS frequency was not working either. My trainer immediately took the position and tried the emergency backup jacks in the tower cab and neither [Ground Control] or [Local Control] worked. My trainer then began to use the portable radio and had to work Ground Control and Local Control due to our facility only having 'one' [radio]. We remained in alert status for the next 2-3 hours until FAA Technicians arrived. The very next day the same problem occurred which put us back in alert status.My recommendation is for us to have a 'second' [radio] backup radio for Ground Control to relieve some of the workload on [Local Control] when we have this situation in the future. Usually at most of my previous facilities we had two radios; one for [Ground Control] and one for [Local Control].




Synopsis: Hayward Tower Controller reported losing radios and having to use one back up radio between all the positions in the Tower.
Date: 201709
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Dash 8 Series Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Second reporter function: Captain; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During cruise flight the right Number 2 engine started to act abnormally. The Number 2 engine was lagging when I changed power settings and started to surge +/- 10%. After a couple of minutes it began to stabilize again. The CA called dispatch and maintenance and they agreed that if it started again we would [advise ATC]. During our approach the engine began to surge again and the CA [advised ATC] as a precaution.  We deemed it safest to keep the engine running for the approach and we made a safe landing.


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


Synopsis: Dash 8 flight crew reported intermittent engine surging during cruise and approach.
Date: 201203
Local time of day: 1201-1800
Location: ZFW.ARTCC, TX
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZFW
ATC / advisory: Center ZFW
Aircraft component: Pneumatic Valve/Bleed Valve
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown; Training / Qualification
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation
When detected: In-flight
Result: General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During takeoff; left engine HI-STAGE overhead light and EICAS illuminated. Followed QRH guidance and closed ENG BLEED switch. Maintenance Control instructed us to cycle ENG BLEED switch and left pack switch to reset the bleed and then the pack (a direct quote from his ACARS message). [We] refused.




Synopsis: B767 Captain experiences a left engine HI-STAGE light during takeoff and continues. After complying with QRH procedures Maintenance Control is contacted and the Captain is instructed to cycle the bleed switch to attempt to restore the system. The Captain refuses.
Date: 202012
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Multiengine
Human factors: Communication Breakdown; Distraction
Anomaly: Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Landing Without Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Runway
When detected: Other Post Flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Environment - Non Weather Related
Primary problem: Human Factors

Narrative: I had been delayed 1 day while performing a conditional inspection due to weather at the departure airport.  Once in the air; I transited through the congested ZZZ1 airspace to return to my home airport.  I contacted the ZZZ Control Tower once I exited the ZZZ1 airspace and read back instructions to make a downwind entry.  I monitored the radio for other traffic in the airspace and flew the pattern.  Once on the ground; I realized I might not have read back a landing clearance.Due to Coronavirus; I have been making limited flights; basically only to maintain currency.  Because of this; I pay more attention to flying the airplane; while radio work is handled habitually; and I wasn't letting each radio transaction sink in; nor ensuring I make all the necessary calls.  This leads to diminished piloting skills; and more practice is necessary to operate in congested airspace.




Synopsis: Pilot reported a possible landing without a clearance and cited lack of flying as a contributing factor.
Date: 201503
Local time of day: 1201-1800
Location: PHX.Airport, AZ
Flight conditions: VMC
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Aircraft component: Nosewheel Steering
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On takeoff roll at approximately 130 knots; aircraft abruptly pulled to the left twice in rapid succession causing an alarmed expression from the First Officer (FO) (Pilot Flying).  I noticed the nose track abruptly left twice; but without my hands on the controls did not notice any jolt. After climbing to a low workload flight condition; the FO indicated that he felt a jolt to the left twice like nothing he had felt before in a Boeing. I then remembered that on the previous leg I had a similar jolt to the left; at about 130 knots [on departure]. I had noted this to the FO at the time; but attributed it to wake turbulence. But thinking back; the only aircraft in the pattern was an Air Force T-1. We established a patch to Dispatch and discussed the situation with [Dispatch] and Maintenance. We made a collective decision to divert to have Maintenance check over the aircraft.


Second narrative: During takeoff roll; the aircraft shimmied left twice at around 100 knots and 130 knots. The shimmy felt like there was something wrong with the nose wheel steering.


Synopsis: A B737-700 flight crew reported they noticed an abnormal 'shimmy' on the takeoff roll that might have been nosewheel steering related. They diverted to an alternate for maintenance.