elihoole/asrs-aviation-reports huggingface dataset:
Date: 201208
Local time of day: 1801-2400
Location: EWR.Airport, NJ
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B EWR
ATC / advisory: TRACON N90
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Human factors: Other / Unknown
Anomaly: ATC Issue All Types; Conflict Airborne Conflict
Detector: Person Flight Crew
Result: General None Reported / Taken
Contributing factors: Procedure; Human Factors; Airspace Structure
Primary problem: Human Factors

Narrative: As we were being vectored across final approach at 3;000 FT over TEB to achieve spacing on the ILS to [Runway] 22L at EWR; the Controller cleared us to 2;500 FT in preparation for the turn back. Passing 2;900 FT we got an RA with the words 'CLIMB; CLIMB' and a red arc showing in the EADI. As I was reversing the direction of the aircraft; I saw a red square directly under the nose in the EADI; but I could not make out its relative altitude. It was obvious that it was taking off from TEB. As we passed 3;200 FT; the RA stopped as we saw the target jet move to our 2 o'clock position. By the time the First Officer saw the aircraft; he felt it was about 1-2 miles away; low. We informed the Controller we were responding to an RA and he nonchalantly said that the other aircraft was no problem. The First Officer remembers our Controller definitely saying that the other aircraft had been cleared to 2;500 FT. Remember we were also cleared to 2;500 FT! I couldn't remember much of this conversation because I was busy doing the flying. The Controller then turned us back toward the final approach course and cleared us for the ILS.




Synopsis: Air Carrier arrival to EWR being vectored over TEB experienced a TCAS RA apparently from a TEB departure aircraft; the reporter expressing concern regarding ATC's reported nonchalant comments.
Date: 201808
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Technician
Human factors: Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Routine Inspection
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure; Aircraft
Primary problem: Human Factors

Narrative: [The aircraft] was scheduled to have an ETOPS check done. Upon inspection; I noticed evidence of lightning strike damage. Also; the previous day; the aircraft had a static wick blown off. I wrote the item in the logbook regarding the lightning strike and the plane was removed from service and taken to the hangar. The mechanic at the hangar signed the item off without performing a lightning strike inspection. The plane is in revenue service as we speak. I notified tech services with an e-mail and photos.




Synopsis: B777 Maintenance Technician reported that a procedure was signed off by Maintenance that was not accomplished.
Date: 202112
Local time of day: 1801-2400
Location: KOA.Airport, HI
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground KOA
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Airport; Environment - Non Weather Related
Primary problem: Airport

Narrative: KOA Gate X; parking is unsafe due to poorly lit/unlit Taxiways and Ramp Area. It is not entirely obvious how to best approach the J-line on the 10-9 or airport information page and is extremely difficult to properly avoid ramp equipment when maneuvering to park due to the area being unlit from above. I was fortunate to have access to the Jeppesen AMM chart; which greatly assisted in parking without issue; but I would be hesitant to navigate the area while unlit by using the 10-9 chart. In our case; the ramp was completely dark and there was no moonlight; had I not had the AMM chart; I likely would have requested to be towed into the Gate.




Synopsis: Air carrier Captain reported issues at KOA gate where parking is unsafe due to poorly lit taxiways and ramp area.
Date: 201203
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 6
Light: Daylight
Aircraft: Cessna 150
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class G ZZZ
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Object
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: Flying a 95 KT Cessna 150; I was experiencing a 10 KT headwind; and decided in a very rural area to fly just above the ground to achieve a better ground speed. I was checking my GPS to verify ground speed when I caught a wire passing over the windscreen at no more than 30 FT in front of me. I had not noticed any electric/telephone poles; and did not have any time to react before I heard a bang. As I had no loss of control or change in flying characteristics; I gained several hundred feet of elevation; and then looked around at the empennage. Seeing no sign of damage; I continued the flight to the destination. Upon parking; I inspected the rudder and could see absolutely no marks of impact. I can only think the wire bounced off the beacon but did not damage it. Flying low to save a few minutes of flight time almost caused a crash. My not continually looking outside the cockpit and being distracted by the GPS was potentially fatal. Low level flight will not be done again.




Synopsis: A C150 pilot; trying to optimize his ground speed by flying low; struck an electrical wire but surprisingly did no damage.
Date: 201506
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: Marginal
Weather elements / visibility: Turbulence
Light: Night
Aircraft: B757-200
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
Second aircraft: Commercial Fixed Wing
Aircraft component: Weather Radar
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Weather
Primary problem: Aircraft

Narrative: Shortly after level off at FL380; crew selected Airborne Weather Radar 'On' as convective weather was forecast along our flight planned route.  'WX FAIL' immediately appeared on the Navigation Display (ND) and no weather radar returns were present; indicating a failure of the Airborne Weather Radar system.  Crew consulted the aircraft QRH; Systems Manual; Pilot Handbook; Pilot Handbook Supplement; Flight Operations Manual; and Minimum Equipment List (MEL).  None offered guidance for this failure.  Crew then consulted the company Dispatcher and alerted Center.  Crew asked Center if there were any other ZZZ-bound [Company] aircraft in the area that we could follow. Center vectored us into 20 NM trail of [Company Flight].  Crew established communication with [the flight] on Company frequency using our secondary radio. [They] then led us safely to ZZZ; deviating around weather when necessary.




Synopsis: After losing weather radar; B757 flight crew established communication with a Company aircraft enroute to the same destination and followed them through weather to the airport.
Date: 202105
Local time of day: 1201-1800
Location: BQ1.Airport, NC
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Final Approach
Airspace: Class G BQ1
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Conflict Ground Conflict; Critical; Ground Incursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I departed BQ1 on Runway 31 and announced my attentions to return for an approach to Runway 13.  After maneuvering to final for 13 I started my approach.  I noticed an airplane pull out on the runway and start to back taxi.  Since I was already low and approaching the numbers on Runway 13; I added full power to accelerate and began a climb before reaching the other aircraft.  I also side stepped to be over the parallel grass runway.  I passed above and to the left of the other aircraft by a few hundred feet.Although the winds were light and approaches had been made in both directions within the hour; it was not a good choice to depart one runway and then perform an approach to the opposite runway.




Synopsis: GA pilot reported a conflict during final approach to BQ1 non-towered airport resulting in a go-around.
Date: 201602
Local time of day: 1201-1800
Location: ZZZ.Tower, US
Flight conditions: VMC
Light: Daylight
Aircraft: A300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Initial Climb; Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Cargo Restraint/Tie Down
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Distraction
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Company Policy; Human Factors; Procedure
Primary problem: Procedure

Narrative: After takeoff on climb out; was advised by jump seater; a current and qualified 767 Captain and former Airbus Captain that he felt a load shift during takeoff. The jump seater advised us that he could see into the main cargo bay; due to the fact that there were voids in position 2 and position 1L; and he could see where position 3R had no locks up in front of the can to secure can in 3R. Captain allowed jump seater to enter main deck cargo area; where jump seater activated locks on position 3R; securing the can in place. No other issues in flight. Captain advised offload crew in our destination of the incident and filed a report.




Synopsis: During takeoff; an A300 jump seating Captain detected a cargo shift and was allowed into the cabin where he activated the 3R cargo can locks.
Date: 201510
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-28R Cherokee Arrow All Series
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Aircraft component: Electrical Power
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Instrument
Human factors: Training / Qualification; Workload; Troubleshooting; Time Pressure; Distraction; Communication Breakdown
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Gear Up Landing; Inflight Event / Encounter Fuel Issue
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Human Factors; Procedure; Aircraft
Primary problem: Aircraft

Narrative: I was coming for landing at two miles my com one radio on; I was going to land on runway 30 after beaming the numbers for runways 30 going through that's when the gear won't deploy; to buy more time and troubleshoot the issue; I extended my downwind for about 5-8miles giving enough time for the other plane to land; I at this very time I lost my com2 radio; on a downwind as well; I circled the airport four times to troubleshoot the gear with the emergency gear exntation unfortunately it failed to release the pressure for the gear it fail; I was running low on fuel with my reserved at this time with three other people onboard I decided to belly land the airplane. Everyone was safe just minor scratches to the belly of the airplane and prop. No injuries.




Synopsis: A PA28 pilot reported both radios failed as he prepared to land. When he attempted to lower the gear they remained up and while completing the emergency gear extension he failed to release the pressure and was forced to landing gear up which resulted in minor belly skin and prop damage.
Date: 201708
Local time of day: 1801-2400
Location: S46.TRACON, WA
Flight conditions: VMC
Light: Night
Aircraft: Learjet 31
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class D BFI
ATC / advisory: TRACON S46
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Air Traffic Control Separated Traffic; General Flight Cancelled / Delayed
Contributing factors: Airspace Structure
Primary problem: Airspace Structure

Narrative: I was working Arrival sectors combined. It was a busy and complex session with numerous arrivals; lots of VFR targets; practice approaches in and through my airspace. Aircraft X checked in on frequency descending for BFI and I already knew that I would be issuing many traffic advisories thanks to how many I had to issue to the preceding BFI arrival. Once I got Aircraft X down to 2200 feet and in a position to turn towards BFI I scanned and saw a couple of VFR targets that might conflict with the base turn. Aircraft X had reported one of them in sight previously on the descent; so I asked if he still had the traffic in sight; but he did not. Instead of creating a direct conflict with the VFRs; I elected to give Aircraft X a left 360 to bring him back to the final approach course. This abnormal maneuver was caused by the presence of VFR aircraft in proximity to the BFI arrivals. Aircraft X landed without incident.While the VFR targets in proximity to Aircraft X were further away from the Final Approach fix than some of my previous reports; they are still transiting a very busy segment of our airspace at altitudes which put them in direct conflict with our IFR arrival traffic to BFI. This was not a slow moving VFR aircraft either. The target was at 2000 feet and showing 200 knots groundspeed on the radar. I later observed the target enter PAE's Class D airspace and was able to ask the tower controller for a callsign and type which was a [high performance aircraft].Something needs to change. The VFR aircraft are transiting a very narrow; busy corridor of airspace and are doing so without any communication with ATC. It is simply unsafe. The VFR aircraft in this area at the very least need to be in communication with ATC so that we can assign; as necessary; altitude restrictions ensuring the safety of all the aircraft involved. The solutions are not hard and while they are potentially more restrictive to VFR aircraft the bottom line is that what happens day in and day out in that airspace as it exists and operates now will eventually result in a very bad accident.




Synopsis: Air Traffic Controller reported the need to vector an aircraft off the final approach course to avoid fast moving VFR traffic in the area of Boeing Field .
Date: 202201
Local time of day: 0001-0600
Location: ZZZZ.ARTCC, FO
Flight conditions: VMC
Light: Night
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Taxi
ATC / advisory: Ramp ZZZZ
Aircraft component: APU
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Aircraft Damaged; Flight Crew Overcame Equipment Problem; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: During push back the APU AUTO SHUTDOWN. Attempted a restart from the APU Panel. During attempted restart push back crew reported an APU FIRE. No indications in the cockpit. Complied with PHASE 1 and fired the #1 fire bottle. Ground crew reported fire extinguished. Complied with the rest of the QRH procedure and was tugged back into the gate.




Synopsis: MD-11 Captain reported the APU auto shut down on push back. After restart; the push back crew reported an APU fire. The flight crew extinguished the APU fire and was tugged back into the gate.
Date: 202104
Local time of day: 1201-1800
Location: JZP.Airport, GA
Flight conditions: VMC
Weather elements / visibility: 100
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Final Approach
Airspace: Class G JZP
ATC / advisory: CTAF JZP
Second aircraft: Small Aircraft
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Human factors: Communication Breakdown
Anomaly: Conflict Ground Conflict; Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: An aircraft pulled onto the runway while I was on short final despite my landing lights being on and multiple CTAF calls on the downwind; base; and final legs of the pattern. They obviously did not check final before pulling onto the runway. I was unable to make radio contact with them while warning them I was on short final and aborted my landing to a sidestep. They did not respond to any calls on the ground or in the air.




Synopsis: GA pilot reported that while on short final to JZP; a non-towered airport; another aircraft taxied onto the runway and was not communicating on CTAF.
Date: 201708
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna 150
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Descent
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Aircraft component: Carburetor
Component problem: Malfunctioning
Reporter organization: FBO
Reporter function: Instructor; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Flight Instructor
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After modeling a slip for my student with the airplane in its proper configuration; we experienced engine roughness at 3;000 feet MSL. We were on a 4 mile 45 entry for the downwind for runway 18. I established best glide; called our position; situation and intentions to the two aircraft in the area (which was to proceed inbound for a short approach landing due to engine roughness) then began to troubleshoot. I confirmed that the carb heat was full on; mixture full rich; fuel tanks on both with both being nearly full and fuel gauges checked normal. When we departed; both tanks were full at 26 gallons total and our flight according to the hobbs was 1.1. The mags also checked okay. Despite full throttle; we were in a steady descent with minimal engine power and unable to climb. Approximately 1 mile east of our downwind entry; it was evident we would not make the runway; and with housing between us; I opted to remain to the east; and aim for a field east of the housing. I continued my descent and prepared for a forced landing; while continuing to attempt to regain power. The two aircraft that were in the pattern had visual on our position. At approximately 100 feet AGL; I attempted the throttle one last time. The engine regained full power; was smooth; and I was able to establish a climb. I continued my climb and was able to establish an altitude to safely proceed over the housing which would allow me the option; should it occur again; to glide to either side of the development; at about 800 feet AGL. I was able to enter a short base and land without incident. The engine remained normal.




Synopsis: C150 instructor reported engine roughness and loss of power after demonstrating a slip at 3;000 feet with a recovery at about 100 feet AGL with a climb to pattern altitude and a successful landing. Instructor reported probable carb icing.