elihoole/asrs-aviation-reports huggingface dataset:
Date: 201206
Local time of day: 0601-1200
Location: ZZZ.ARTCC, 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
Aircraft component: Main Gear Tire
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Landed in Emergency Condition; General Maintenance Action; General Declared Emergency
Contributing factors: Manuals; Chart Or Publication; Aircraft
Primary problem: Aircraft

Narrative: Leveled off at 390 and received a 'TIRE LOW PRES' alert followed thereafter by a 'TIRE FAIL.' Configuration page showed Number 9 and Number 10 tires on the center truck with a boxed amber number and the Number 9 was decreasing. After consultation with Maintenance and Dispatch; Captain elected to exercise Captain's authority to land with the center retracted to avoid possible tire failure if the tire was indeed flat. There is not a specific procedure addressing this; so we reviewed every red tab/Flight Manual topic that applied to landing with the center gear retracted to ensure we complied with CG and performance criteria. Declared an emergency with Approach due to the abnormal gear configuration. Landing; taxi and parking uneventful. A procedure for tire failure after gear retraction on the Center Gear Checklist would be a nice addition to the red tabs.




Synopsis: An MD-11 CONFIG Page alerted TIRE LOW PRESS; then TIRE FAILURE. Because the QRH had no procedure for a Number 9 or Number 10 center tire failure; the Captain declared an emergency and landed with the center truck retracted.
Date: 202011
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Other pre-flight
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: Other Post-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: After completing a flight with a passenger and entering the flight into my logbook; I realized I had only 2 takeoffs and landings within the last 90 days and was not compliant with FAR 61.57(a).  Prior to the flight that included 2 landings on [date]; I had not been flying since March 2020.  I think lack of recency led to the mistake.  I had not thought of the requirement until after the flight was completed and I was making the logbook entry.  As a corrective action for myself; I made a checklist to use before every flight that includes currency requirements to carry passengers in VFR day and VFR night.




Synopsis: GA pilot reported flying with a passenger; but not being current for takeoffs and landings to do so.
Date: 202012
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch; Taxi
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Flight Instructor
Human factors: Distraction; Communication Breakdown; Time Pressure; Workload; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: The 'Before Takeoff' Checklist was not performed.  The Captain did not call for the Checklist and I did not catch the error.  The Aircraft was properly configured and the Takeoff occurred normally without incident.We were both focused on properly performing the ZZZ Noise Abatement procedure.  We pushed back from Gate X (very close to the departure end of Runway XXR).  During the pre-departure takeoff briefing neither of us discussed the Threat of the very short Taxi to the Runway.  We did discuss that ZZZ was a bit of a 'Ghost Town;' with minimal activity compared to the times we'd previously been to the airport (for both of us it was during the 'Pre-COVID' era).  Within a short period of time after Departure; I mentioned we'd forgotten to perform the Before Takeoff Checklist.  We both discussed our expectation that there would have been wait during Taxi; which is part of the 'Normal' routine.  In this case; we did perform the Runway/Performance Change items after push-back with the Parking Brake set - we were then cleared to Taxi; instructed to switch to Tower; and then Cleared for Takeoff.  The delay we were anticipating never occurred.  The Captain called the Cabin after we were out of the sterile flight deck period and learned that the Aft Flight Attendant (FA) was seated; the Forward FA stated he was standing in the Galley during Takeoff.  Both FA's indicated that all passengers were seated.Suggestions - 1.  Brief the Flight Attendants that the Taxi Time is ZZZ is very short; and to be seated prior the call for 'Cabin Secure'.  2. At ZZZ; include the short Taxi time; close proximity of the Gates and Runways as a Threat during the takeoff briefing.  3.  Perform both the Runway/Performance Change items and Before Takeoff checklists prior to beginning Taxi for Takeoff.




Synopsis: Air carrier First Officer reported they did not perform the Before Takeoff Checklist.
Date: 201207
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Light: Daylight
Aircraft: EC135
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Ambulance
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Autopilot
Component problem: Improperly Operated
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Human factors: Distraction; Training / Qualification
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Aircraft; Procedure
Primary problem: Procedure

Narrative: An IFR flight was conducted to a General Hospital without incident. The patient was delivered and accepted for care at that time. An IFR flight plan was filed for the return flight. Approach was called and I received a clearance to the airport. The IFR departure was flown as depicted with the autopilot armed to maintain 70 KTS airspeed. I broke out on top; clear; at approximately 3;300 FT MSL and completed the departure climb to 4;000 FT as charted. Approach handed me over to Center and they were advised of my altitude at that time. Also; a request for direct IAF; for the GPS 30 approach was made. Request was granted and at that time I had 5;000 FT entered into the ALT A. I pushed the ALT A button to activate a level out at 5;000 FT then started to arm the approach in the GPS. Shortly after... Approach requested my altitude. I checked the altimeter as it passed through 6;000 FT MSL. I advised Center I was at 6;000 FT; assigned altitude was 5000; and descending to 5;000 now. The autopilot was disengaged and the aircraft was hand flown down to 5;000. The autopilot was reengaged and the flight was terminated at [destination] after completing the GPS approach.Event occurred due to failing to unarm the IAS on the autopilot after reaching departure altitude [and] assuming the aircraft would level out at 5;000 FT. Upon return to the base; the Training Manual was reviewed to determine why the aircraft didn't level off at 5;000 FT. The manual does state that; 'IAS will be held at the cost of holding altitude.' Incident occurred as a result of pilot error and I will review the AFCS Training Manual.




Synopsis: EC135 pilot climbed 1;000 FT above assigned altitude before being alerted by ATC.
Date: 201505
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: MD-82
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Turbine Reverser
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; Captain
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Rejected Takeoff; Flight Crew Returned To Gate
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On takeoff roll; the right engine reverser unlock came on at or above 90 knots. Captain called for the airplane and aborted the takeoff. Tower was notified and the Airport Rescue and Fire Fighting equipment was called out. We taxi back to the gate without further incidents.


Second narrative: During takeoff roll at about 85 knots right reverser unlock light illuminated. Initiated reject at 90 knots with a peak speed of 100 knots. Routine stop and taxi off the runway. Aircraft weighed 140;000 lbs. Notified the tower of stopping the takeoff. Once off the runway asked Airport Rescue and Fire Fighting to come out and inspect the brakes prior to taxi to the gate. Nothing unusual. Taxied to the gate and contacted company; maintenance; etc. Ventilated the brakes. Peak temperature around 300 degrees.


Synopsis: MD82 flight crew experiences a right reverser unlock light at 85 knots and rejects the takeoff.
Date: 201506
Local time of day: 1201-1800
Location: PNE.Tower, PA
Light: Daylight
Aircraft: Small Aircraft
Flight plan: IFR
Flight phase: Landing
Airspace: Class D PNE
ATC / advisory: Tower PNE
Second aircraft: Small Aircraft
Reporter organization: Government
Reporter function: Flight Data / Clearance Delivery; Ground; Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Confusion; Situational Awareness; Workload; Time Pressure
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Air Traffic Control
When detected: In-flight; Taxi
Result: Air Traffic Control Provided Assistance
Contributing factors: Human Factors; Procedure; Staffing
Primary problem: Procedure

Narrative: I had three things go wrong in the same session.1)  Aircraft X had to go around Runway 6 because Aircraft Y; the previous arrival; missed taxiway Alpha.  I was typing in a clearance on the Flight Data Input/Output (FDIO).  Aircraft X told me he was going around on a 1/4 mile final.  I should have been all over the situation but I was typing in a Tower Enroute Control (TEC) for a VFR guy that didn't file his flight plan correctly.  I was overloaded with ground and clearance duties.  I failed to scan.2)  I cleared Aircraft Z for takeoff Runway 6 full length.  I was anticipating Vehicle W and a mower to continue crossing Runway 6 at J.  Vehicle W and the mower stopped on the Runway 6 when I cleared Aircraft Z for takeoff.  I cancelled Aircraft Z's take off clearance while he was still on taxiway foxtrot about 1;000 feet from the hold short line for Runway 06 full length.3)  I had a NORDO Aircraft V violate the class D and cut off Aircraft U on final for Runway 6 on a 30 degree angle.  Aircraft V did a touch and go without talking to the tower.  Aircraft V hovered at the main intersection for about 10 seconds.  I actually handled this situation well.  I was going to send the Aircraft U around and send the Aircraft U back to approach; above the NORDO Aircraft B; but by the time I was done coordinating with approach.  The Aircraft U reported Aircraft V in sight so I just cleared the Aircraft U to land; because that is what the pilot wanted to do.  I reached out to Aircraft B in the blind numerous times.  Aircraft V did not answer me.  I filed a Mandatory Occurrence Report (MOR).1) Stop having us work a compressed work schedule; I do not get enough rest between shifts.  I worked XH:00-XP:00 two days ago and my sleep pattern is messed up from coming in at XC:00 yesterday and XA:00 today.2) Have the ground controller come to work at XC:00 so I don't have to do all of this by myself.




Synopsis: A PNE Controller reports of three different issues he had while working all the Tower combined.
Date: 201505
Local time of day: 0601-1200
Location: SFB.Airport, FL
Flight conditions: IMC
Weather elements / visibility: Rain; 6
Light: Daylight
Aircraft: Golden Eagle 421
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B MCO
ATC / advisory: TRACON F11
Aircraft component: GPS & Other Satellite Navigation
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Captain; Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Aircraft Equipment Problem Dissipated; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: ATC Equipment / Nav Facility / Buildings; Aircraft; Human Factors
Primary problem: Ambiguous

Narrative: I was given direct to MLB and selected that on my Garmin 530 and then selected NAV on the autopilot. After about 5 mins; I noticed I was right of course and getting worse. I then selected back on course and used HDG mode to keep it back on course. I was called by ATC and asked what happened and I explained to controller and his supervisor. He said they had another incident just before mine with an airliner going opposite direction and he was off course in the opposite direction and so they seemed to think there was an abnormality with the GPS system going on. Within a few miles I was able to place the autopilot back in the NAV mode and it tracked fine with no problems.




Synopsis: After being cleared direct to MLB; a C421 pilot discovers that the autopilot has not maintained the direct course as selected on the Garmin 530 and turns to intercept course. ATC takes note and states that an airliner had been off course in the opposite direction moments before.
Date: 201211
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: A300
Operator: Air Carrier
Operating under: Part 121
Mission: Cargo / Freight / Delivery
Flight phase: Initial Climb
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Hydraulic System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: ATC gave us a heading to first waypoint; in turn and through about 5;000 FT; ECAM warning of HYD LO LVL GREEN. I verified by seeing green sys quantity indicator at bottom of yellow arc. Pilot not flying confirms and we elect to level off in conjunction with ATC approval. We level off at 7;000 FT. Takes a brief moment to agree to declare an emergency and ask for a box pattern to work the issues. We get clearance to 3;000 and a heading. Pilot not flying runs ECAM and I fly; talk and set up for the approach. We discussed the speed/landing increments; configuration issues with lack of green sys; manual gear extension and loss of nose wheel steering. Operations were notified and ground assistance was arranged for tow off the runway. At this point Captain elected to make the approach and landing. We briefed the approached; rechecked air speeds; manually extended the gear; configured the aircraft; ran approach checklist. ATC vectors for an ILS. Uneventful approach and landing rolled out and stopped. Emergency vehicle met the aircraft and company tow soon after. Aircraft was towed into the company ramp. Mechanic escorted us back to the left wheel well. Hydraulic fluid seemed to have been sprayed from wheel well to the left main gear and back to the tail section. Crew resource management; effective communication and appropriate pacing of cockpit duties were key in the success of this flight segment.




Synopsis: A300 First Officer experiences a loss of the Green Hydraulic System shortly after takeoff. An emergency is declared; the gear is extended by alternate means; and the flight returns to the departure airport.
Date: 201507
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Dusk
Aircraft: Cessna 310/T310C
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Landing
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Gear Up Landing
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We departed on an IFR plan.  Upon arriving to [our destination] I cancelled IFR and entered the pattern for [the] runway appropriately but was too high and fast on landing so I performed a go-around; retracted the gear and flaps. Upon attempting the second landing; I forgot to bring the gear down.  The alarm went off but was not distinguishable from the stall alarm; which triggers at times upon touchdown.  The alarm stopped and as I continued to descend; it became apparent the plane was too low.  As I applied power to go around; I felt the propellers hit the ground.  Realizing I did not have enough runway left; I flew over the fence and brought the plane down on the field on the other side of the airport.  The plane slid less than 100 yards.  We exited the plane without incidents; all electrical devices were turned off as were the gas tanks. No other structures or individuals were injured.




Synopsis: C310 pilot reported landing gear up after mistaking the gear warning horn for the stall warning horn.
Date: 201707
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Rain
Light: Daylight
Aircraft: B737-700
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: Pitot-Static System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Second reporter function: Pilot Not Flying; Captain
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC Overrode Automation; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Weather
Primary problem: Aircraft

Narrative: As Pilot Flying; we were navigating around moderate to heavy precipitation using heading select and climbing to FL330 using VNAV. During the climb; I realized I had bad air data; as the airspeed suddenly displayed in the 130 knot range along with other erroneous readouts. At the same time I was trying to diagnose the situation; the Captain noticed the autopilot had commanded a descent. Realizing my computer was receiving bad data; controls were quickly transferred to the Captain; who turned off the automation and began to hand fly. In regaining positive aircraft control; our flight altitude reached 33;100 ft; but simultaneously we were also given a new heading and altitude clearance of FL390. The autopilot was commanded back on and the flight continued a normal climb using the Captain-side air data. During the climb; we discussed the situation and determined the First Officer static port had iced over and caused my computer to display wrong information. The system returned to normal once clear of the precipitation; and the aircraft control was later returned to the First Officer side after verifying read outs on both sides corresponded with each other.


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


Synopsis: B737 flight crew reported that the First Officer experienced erroneous airspeed indications while flying through heavy rain.