elihoole/asrs-aviation-reports huggingface dataset:
Date: 201306
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: Bell Helicopter 222
Operator: Air Taxi
Flight phase: Parked
Reporter organization: Air Taxi
Reporter function: Captain; Check Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Flight Crew
When detected: Routine Inspection
Result: Flight Crew Became Reoriented; General Maintenance Action
Contributing factors: Equipment / Tooling; Human Factors
Primary problem: Human Factors

Narrative: Due to a recent Weight and Balance (W&B) event that occurred in another aircraft at another base dealing with incorrect historic information; I've increased my vigilance when reviewing the aircraft W&B data prior to a flight. By doing so; I and pilot being checked discovered the empty weight moment data on aircraft weighing sheet appeared to be incorrect. The aircraft was last weighed in February 2013. This incorrect moment had been transcribed to the running W&B as well as the mission W&B sheets. As medical equipment and other items were added to the aircraft; the degree of error increased to a noticeable amount. Much of this error turned out to be rounding error due to Microsoft Excel Spreadsheet conversion; but the initial error simply magnified the problem. We contacted Maintenance and Management. We made no adjustments to the aircraft weigh sheet. We made pen & ink corrections to the form documenting the adjusted moment with dual controls installed; as well as dual controls removed and alternate medical seat installed. We made a write up in the aircraft logbook and documented the log page for future reference. We briefed the oncoming pilot of the correction. This morning after breakfast; I realized I had flown this same aircraft in June with the same pilot on a previous training flight but was unaware of the error at the time. When we reviewed the W&B on that flight; we simply looked at the moment numbers - which were consistent throughout the remaining aircraft documents. We were unaware of the error at the time. Increased vigilance detected this issue. Based on the amount of W&B issues we seem to be experiencing within the company; I recommend a memo or notice be issued to all bases for the lead pilots and mechanics to jointly review their aircraft basic weight sheets for accuracy. In addition; the BH-222 W&B excel spreadsheet on the flight deck is an older format and does not allow for the inclusion of detailed medical equipment. This base has an accurate medical equipment list in another format. I will be reviewing the BH-222 W&B excel sheet with Mr. X; for assistance in modernization and improvement.




Synopsis: Helicopter Check Airman discovered the empty weight moment data on the aircraft weighing sheet appeared to be incorrect. The error was transferred to a computer program producing weight and balance errors on all aircraft using the program for 18 months.
Date: 201905
Local time of day: 1801-2400
Location: BOI.Airport, ID
Flight conditions: VMC
Light: Daylight
Aircraft: UAV - Unpiloted Aerial Vehicle
Operator: Personal
Operating under: Other 107
Mission: Personal
Airspace: Class C BOI
Reporter function: Other / Unknown
Human factors: Situational Awareness
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural FAR
Detector: Person Other Person
When detected: Other drone operator
Result: General Flight Cancelled / Delayed
Contributing factors: Airspace Structure; Human Factors
Primary problem: Human Factors

Narrative: Fired up drone and flew low in a parking lot area; below the tree line; for about one minute not exceeding 30 ft. or so before realizing drone was just inside the 5 nm ring for ATC contact. Landed immediately and powered down. Filed this report soon after.




Synopsis: UAV operator reported inadvertantly penetrating airspace without required ATC communication.
Date: 201807
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Cruisemaster 14-13
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Aircraft component: Oil Cooler
Component problem: Failed
Reporter organization: Personal
Reporter function: Captain; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
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 Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I arranged for flight following with approach prior to departure on clearance delivery frequency. Approach handed me off to [another] Approach [Controller]. At 9500 ft I happened to notice oil pressure dropping below the green arc. I immediately reduced power to idle; turned toward ZZZ and notified ATC for loss of oil pressure. Approach handed me off to Tower. I made a 360 to lose altitude. I noticed the engine was maintaining about 5 psi of oil pressure. Temperatures were normal. There was no signs of leaks. I held hope all the theatrics were for an indication problem. There was no traffic. Winds were calm. ATC was professional. I executed the approach and landing as planned. A good day for my first emergency. Lessons learned: There was an oil leak. A clamp that holds an air scoop to the oil cooler failed in such a way to cause the oil cooler to leak. That arrangement has been on the airplane since before I bought it about 30 years ago. The mechanic will use hindsight to secure the scoop in a different manner. A lot of pilots/mechanics say that if you fill oil to capacity a lot will leak/blow out until it finds its own level. Adding oil above this level wastes oil and money. They say the O-470 in my plane will do just fine if you keep it above 8 quarts. That was true before I overhauled my engine. Now it uses little oil regardless. I had 10.5 quarts when I departed. I landed with 3-/+ quarts about a 1/2 hour later. I think I'll continue adding a case at oil changes for as much reserve at feasible. I generally utilize ATC. Having them immediately available was a good resource in this instance. Foreflight makes it effortless to file and close VFR flight plans and I usually use them. I didn't in this case because I established contact with approach prior to take-off. There is still a chance for a lack of flight following at the small airport that was my destination. I will re-consider my thinking on that.




Synopsis: Bellanca pilot reported an oil cooler leak that resulted in an emergency landing.
Date: 202004
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked; Taxi
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Distraction; Confusion
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Flight Crew
When detected: In-flight
Result: General Flight Cancelled / Delayed
Contributing factors: Company Policy; Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Human Factors

Narrative: On taxi-out there was some confusion from Load Planning after sending our final weights. They then asked for First Class seating configuration. We complied and sent the information. The confusion may have stemmed from the fact that passengers were moved out of First Class to comply with passenger COVID-19 boarding. After waiting for them to sort out the seating configuration the Captain called Dispatch and he confirmed we were good to go as long as passengers were removed from rows X and Y. We received another message as we were starting our takeoff roll asking for more passenger seating configurations. After takeoff we later responded and told them we were airborne and then Load Planning told us we took off without final weights. This was frustrating as we had three copies of final weights sent to us. The Captain also called Dispatch to confirm that we were good to go as long as everyone was moved out of Row X and Y. The multiple messages and confusion from Load Planning created multiple unnecessary threats.


Second narrative: Load Planning was accusing us of taking off without final weights on a very empty flight. They were creating threats and distractions; it took them more than 1/2 an hour to tell us we were good to go after moving people out of Row X and Y. We had to call Dispatch on cell phone and they confirmed that if we removed passengers from rows X and Y we would be good to go. We finally did what we were asked and I have 3 final weights and after takeoff Load Planning tells us we took off without one. Someone was totally not knowing how to get accurate final weights to us at a critical phase of takeoff which created threats beyond belief; really more than 1/2 an hour in this environment where capacity has been reduced 90 percent?


Synopsis: Flight crew reported having to move passengers from two rows for weight and balance causing a delay; and then once airborne crew was told they took off with incorrect final weights.
Date: 201303
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Night
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Mission: Cargo / Freight / Delivery
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Gear Pins
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Human factors: Other / Unknown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: During normal takeoff; the center gear primary position light remained red when the gear handle was retracted. Climb out was normal. Speed was initially limited to 250 KTS. The Non Alert procedure was followed and Dispatch contacted. It was decided to continue to destination. An extended final was requested and awarded. Normal landing and roll out was made. After shut down; it was determined that the center gear pin had not been removed. An emergency was not declared.




Synopsis: An MD11 center gear failed to retract on takeoff. The flight continued to destination at reduced speed for a normal landing. Post flight revealed the center gear pin is installed.
Date: 202008
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Gate Agent / CSR
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Other Person
When detected: Other Post Flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Environment - Non Weather Related; Human Factors
Primary problem: Company Policy

Narrative: Passenger traveling tested positive for COVID-19. Agents at the terminal were not made aware of this at the time and not notified until nearly 24 hours after the flight left ZZZ.




Synopsis: Ground Agent reported that a passenger had tested positive for COVID-19; however; agents in the terminal were not notified of this until 24 hours after the flight had departed.
Date: 201205
Local time of day: 0601-1200
Location: SFO.Airport, CA
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class B SFO
ATC / advisory: Tower SFO
Second aircraft: B747 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airport; Procedure
Primary problem: Ambiguous

Narrative: Prior to landing on 28L; an air carrier B747 was cleared to cross the approach end of 28L and hold short of 28R.  The B747 stopped short about 40 FT short of the 28R hold short line leaving the tail of the aircraft across the hold short line for 28L. This was evident at about 200 FT to the Captain; requiring us to fly slightly above the glideslope to assure clearance. The Landing was normal and no incident occurred. I recommend that no aircraft should be allowed to hold short of 28R while another aircraft is landing on 28L; especially a B747.




Synopsis: A B757-200 flight crew opted to cross the threshold of 28L at SFO high in order to assure clearance with the tail of a B747 which had been cleared to cross 28L and hold short of Runway 28R.
Date: 201704
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Light: Daylight
Aircraft: B737-800
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: AC Generator/Alternator
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Workload; Troubleshooting; Human-Machine Interface; Distraction
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate; In-flight; Taxi
Result: Flight Crew Diverted; Flight Crew FLC complied w / Automation / Advisory; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While in cruise at FL380 with FO as the pilot flying; we had Master Caution lights illuminate and found 7 lights lit on the annunciator panels; 3 on the CA side and 4 on the FO side. There were approximately 20 yellow system warning lights illuminated on the overhead and the instrument panels. The following lights were illuminated immediately: TCAS FAIL; TERR FAIL; RA; Number 1 FWD and Number 2 AFT FUEL LOW PRESS; YAW DAMPER; TR UNIT; LT FWD and RT SIDE Window Overheat lights; PRINTER FAIL; STAB OUT OF TRIM; GND PROX INOP; CAPT PITOT; L ELEV PITOT; L ALPHA VANE; TEMP PROBE; EQUIP COOLING EXHAUST OFF; ELEC 2 and ELEC 1 Hydraulic LOW PRESS. The Number 1 Generator was indicating 0 AC Volts and 0 AC Amps. At Glide Slope; the following came on: LT FWD OVERWING; LT AFT OVERWING; SPEED BRAKE do not ARM; ANTI SKID INOP. The CA's flight director was inoperable.After conferring with Dispatch and Maintenance Control we switched our destination because the checklist for the inoperable YAW DAMPER specified no greater than 30 degrees of flaps. The plane functioned normally for the remainder of the flight. I remained as the Pilot monitoring for the rest of the flight to be able to watch for additional degradation in the aircraft systems. The approach and landing were uneventful. The APU had been started in flight but would not pick up any aircraft electrical loads after landing. Even when parked at the gate with engines running; the Ground Power would not pick up any airplane loads until both engines were shut down. I have no idea what happened. I hope to get a report on the malfunction once the repair is made.




Synopsis: B737-800 Captain reported the left generator failed in flight and the electrical load failed to transfer to either the right generator or APU.
Date: 202010
Local time of day: 1201-1800
Location: DEN.Airport, CO
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Approach; Descent
Airspace: Class B DEN
ATC / advisory: TRACON D01
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Human-Machine Interface
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Deviation - Altitude Crossing Restriction Not Met; 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: Human Factors
Primary problem: Human Factors

Narrative: We were just outside the MNARK waypoint descending via the TBARR1 into Denver when I requested an unrestricted descent in order to expedite down through some turbulence. ATC granted my request and cleared us to descend and maintain 14;000 FT. I took the aircraft out of the managed descent mode and used open descent to descend to 14;000 FT. ATC subsequently amended our clearance as follows; cross BDIVN at or above 14;000 FT then descend via the TBARR1. The next waypoint after BDIVN is KUSHH which has an altitude restriction of 14;000 FT. The Pilot Monitoring (PM) put 13;000 in the FCU as the bottom of the TBARR1 is 13;000 FT at LDORA which is the next waypoint after KUSHH. I acknowledged the change to the altitude in the FCU but failed to put the aircraft back into a managed descent. We were between BDIVN and KUSHH when Denver Center switched us over to approach. As the PM checked in with approach I was expecting the aircraft to level off at 14;000 FT in order to meet the restriction by KUSHH. Just as the aircraft approached 14;000 FT two things happened simultaneously. One; I realized the aircraft wasn't leveling off as I expected; and two; approach cleared us to descend to 10;000 FT and turn left to a heading of 040. I don't believe there was an altitude deviation but I was certainly very fortunate that approach gave us a lower altitude when they did.


Second narrative: On TBARR1 arrival asked for expedited decent to 14;000 feet to get out of moderate turbulence. I put 14;000 feet in altitude window; captain started open descent. Next ATC transmission was a decent via following BDIVN intersection. I put 13;000 in altitude window. Approaching KUSHH intersection captain realized plane was not going to capture altitude to cross KUSHH at 14;000 feet. Managed descent was not selected. At same time got ATC frequency change and new instructions heading 020 descent to 10;000. I don't think we went below 14;000 feet; but would have if not given new ATC instructions while in an open descent Mode.


Synopsis: A320 flight crew reported failing to engage the correct descent mode upon receiving arrival clearance.
Date: 201310
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Parked
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: First Officer
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Pulled into gate and set parking brake and shut down #3 engine. Waited shortly for external power and when we got it I connected to it then shut down #1 engine. I then did the Shutdown Checklist; did debrief; discussed strange taxi in; used restroom; and left the aircraft. There was no crew bus so the First Officer went up to cockpit to call for one and saw that fuel lever was still up. He shut off #2 and came back down to Ramp and informed me that the engine was still running when he went up to cockpit.I rarely taxi in on three engines and in this case did just that. I went through my normal shutdown habit pattern which is just shutting down one and three. I missed it on the shutdown checklist because I didn't actually look at the levers because; in my mind I was convinced I had shut them down. Visually check everything on the checklist because it will help when your habit pattern is broken.


Second narrative: (Narrative 2 contains no additional information)


Synopsis: MD-11 flight crew inadvertently left Number Two engine running at the gate.
Date: 201412
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: Marginal
Weather elements / visibility: Haze / Smoke; 7
Light: Daylight
Aircraft: Cessna 150
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was southbound; approximately 11 miles from ZZZ; when I contacted approach and announced myself as inbound full stop. I was promptly assigned a transponder code. As soon as the code was entered in the transponder I was notified 'radar contact; 10 miles north of ZZZ - TRAFFIC WARNING; TRAFFIC WARNING - Radar contact your 11 o'clock; 2 miles. If not in sight suggest immediate elevation change'. I announced I did not have the traffic in sight and was descending to 2000 feet. I immediately applied carb heat; pushed the mixture rich; pull the throttle 10-20%; rolled the aircraft over to a 45 degree bank and pushed the nose toward the ground. At approximately 2100 feet MSL I had traffic in site above me approximately 200 feet and I cleaned up the aircraft and pointed south. As I cleaned up my aircraft it appeared this is when the other aircraft; a Cessna single; seemed to have noticed me as he pitched up and banked hard to the left. It was hard to be sure; but it looked as though he entered an accelerated stall and made a single rotation of spin and came down to my altitude somewhere behind me. I lost visual at this time and began to climb back to 2500 feet. Continued flight and landed at as planned. There was a slight haze below and a low ceiling of about 1200 AGL. So all the VFR traffic seems to have been in the same altitude space as it was the only compromise of altitude safety and vertical clearance and visibility. Because of the haze; visual distance was not very good and most of the state was MVFR with an expectation that it would improve in the evening. I was very lucky that I had contacted approach. A better (safer) decision would have been to get flight following as soon as feasible when I left my home airport.




Synopsis: When a Cessna 150 pilot contacted Approach Control he was advised of a traffic warning. Since he did not have the traffic in sight; upon ATC suggestion; he began an immediate descent. He did finally observe the traffic above him; who also began taking evasive action; resulting in a near-mid-air-collision.