elihoole/asrs-aviation-reports huggingface dataset:
Date: 201307
Aircraft: B737-700
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: Oxygen System/Crew
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Captain
Human factors: Physiological - Other
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: I flew a B737-700 this week and another not too long ago with full face mask oxygen masks.  Both times I put them on while the First Officer went to the lavatory it was obvious that they would NEVER fit my face.  They are entirely too large.  There is no way to achieve a seal not even with positive pressure.  I don't know if they are made like this or getting stretched out when guys use them; but it is obvious that in a fire I would be dead.  I am not particularly small; although I am a trim female.  These are obviously made only for big boys making it appear the rest of us are expendable.




Synopsis: B737 Captain reports that the full face oxygen mask found on some B737-700 aircraft will not fit her face and does form as seal around the edges (too large).
Date: 201408
Local time of day: 1201-1800
Location: SNA.Airport, CA
Light: Daylight
Aircraft: Helicopter
Operating under: Part 91
Flight plan: VFR
Flight phase: Final Approach
Airspace: Class C SNA
ATC / advisory: Tower SNA
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Confusion; Distraction
Anomaly: ATC Issue All Types; Conflict Airborne Conflict
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance
Contributing factors: ATC Equipment / Nav Facility / Buildings; Aircraft
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: Aircraft X was on approach to runway 19L when Local 1 coordinated a crossing of an aircraft.  When the aircraft was exiting 19L to hold short of 19R Aircraft X appeared on the ASDE-X to be over the threshold but was on short final.  The ASDE-X never went off and since we could visually see Aircraft X he continues his approach.  In this situation even though he was on final the ASDE should have alerted us.  It was enough to make myself and other controllers concerned about our equipment and lack of safety. If certain equipment is used for safety it should be tested and checked regularly.




Synopsis: SNA Tower Controller reports of the ASDE-X not reporting an aircraft over the threshold while an aircraft is on the runway.
Date: 202108
Local time of day: 1201-1800
Location: ZZZZ.Tower, FO
Flight conditions: VMC
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Other Go Around
ATC / advisory: Tower ZZZZ
Second aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Situational Awareness; Confusion
Anomaly: ATC Issue All Types; Conflict NMAC; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft RA; Automation Aircraft TA; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Separated Traffic; Flight Crew Became Reoriented; Flight Crew Executed Go Around / Missed Approach; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action; General Flight Cancelled / Delayed
Contributing factors: Airport; Procedure; Human Factors
Primary problem: Human Factors

Narrative: This event was a near midair collision in ZZZZ. On Aircraft X ZZZ to ZZZZ. Weather at ZZZZ was not a factor even though there was a significant storm cell over the final approach fix to Runway XX. ZZZZ was reporting 10 miles visibility. While making approach into ZZZZ we were told to go around due to previous aircraft reporting a pothole with gravel on approach end to Runway XX. Tower immediately closed the runway. We then went around and did published missed procedure. We entered holding at 8;000 feet at ZZZZZ per instructions. After we exited holding (now at 6;000 feet) the controller gave us instructions to go direct to ZZZZZ1 fix and begin RNP approach into Runway YY. We loaded the approach to the opposite Runway YY since the pothole was on the approach end of the Runway XX and proceeded to ZZZZZ1 on about a 200 heading. Then unexpectedly; the controller gave us a vector of 090. In hind sight; we think this vector was meant for another aircraft. The new heading of 090 ended up sending us directly for another aircraft at same altitude. TCAS began with a TA then an RA. At same time controller frantically gave us a new vector. After properly executing the resolution advisory; we narrowly missed the conflict aircraft and proceeded back to ZZZZZ1 and did the RNP to Runway YY for normal landing. We never saw the conflict aircraft however they did have us in sight; and I don't recall who the conflict aircraft was. There were two jets in holding. We think the controller got our call sign confused with someone else for the 090 vector. English as a second language may have been a factor in this event. Both the F/O (First Officer) and myself remember hearing our call sign in the 090 vector. In the end it was TCAS that saved the day.




Synopsis: B737-800 Captain reported a near midair collision while executing a go-around and took evasive action at a foreign airport.
Date: 202110
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: EMB ERJ 190/195 ER/LR
Operator: Air Carrier
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Navigational Equipment and Processing
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Time Pressure; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Overcame Equipment Problem; Flight Crew Returned To Departure Airport; Flight Crew Requested ATC Assistance / Clarification; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: 900 miles out of ZZZ; just past ZZZZZ. We received ATA Fail> AUNX MAU (Master Avionics Unit) 3A Fail. ADS 3 Fail. Spoiler Fault. FDR AFT Fail. Auto Config Trim FailAll nav indications on the FO (First Officer) side is gone. Flight director is gone. Auto throttle disengaged and auto pilot disengaged. We performed QRH for the AUNX (Annunciator Message). We found that we have lost systems and flight controls; i.e. multi-functional spoilers and speed brakes. In addition we were not for sure if we had lost OB brakes...no indication on the status page. This concerned us given; #2 OB locked up on validation flight. We made a crew decision to turn back for ZZZ. Once it was decided we were turning back; we proceeded off tracks; made a climb to proper altitude; and then intercepted track back to ZZZ. Notified ATC and Airline that we were returning as a [priority handling] aircraft.




Synopsis: Captain reported MAU3A failed in flight; causing the loss of numerous systems. Captain performed an air turn back a safe precautionary landing.
Date: 201601
Local time of day: 1801-2400
Location: LAX.Airport, CA
Flight conditions: VMC
Light: Night
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B LAX
ATC / advisory: Tower LAX
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors; Airport
Primary problem: Airport

Narrative: On a visual approach at night to 24R; we had no GS info as it was NOTAM'd out of service. During the approach; a set of PAPI lights between the runways appeared to be giving visual guidance to 24R as depicted on the approach chart. However; as we got closer to the runway; it became clear that the PAPI guidance must be for the new displaced threshold on 24L as it was driving us high on approach for 24R. I then ignored that guidance and using other visual references safely landed on 24R.On the ground; I contacted ATC to ask them about the lighting and they assured me that the 24R PAPIs were on and that perhaps I was mistaken. However; on the next ATIS; the PAPIs for 24R were shown as out of service.Upon departure from LAX; we noted that the PAPIs for 24L were indeed on as we began our takeoff roll.I believe that the PAPIs for 24L should be turned off if no GS guidance is being given for 24R to avoid giving pilots erroneous information even if all appropriate NOTAMS are posted. It sets a pilot up for a long landing outside of the touchdown zone if you mistakenly follow the only GS guidance visually available.




Synopsis: B737-700 FO reported the PAPI lights for 24R at LAX appear to be designed for a displaced threshold that is not yet being used.
Date: 201912
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Eurocopter AS 350/355/EC130 - Astar/Twinstar/Ecureuil
Operator: Air Taxi
Operating under: Part 91
Flight plan: IFR
Mission: Test Flight / Demonstration
Flight phase: Parked
Airspace: Class B ZZZ
Aircraft component: Main Rotor Hub
Component problem: Improperly Operated
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Time Pressure; Workload
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew; Person Maintenance
When detected: Pre-flight
Result: General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; Procedure
Primary problem: Procedure

Narrative: I was called for an ROC check flight on Aircraft X. I accepted the maintenance check and drove to the hangar to perform the ROC flight. Upon arriving to the hangar I briefed with the mechanic on what work was performed to the helicopter and what components were removed/replaced. I preflighted the helicopter while it was still in the hangar. During preflight I was aware that major maintenance was performed to the starflex and M/R (main rotor) assembly. I was unable to rotate the rotor system to inspect frequency adapters and chose to do so once aircraft was moved outside. For reasons unknown I did not climb back on top of the aircraft to check all 3 adapters.  I believe my desire to accomplish the task at hand and be of good help to the mechanics to possibly fly another aircraft may have factored into why I was time constrained. I understand that as an ROC pilot it is my duty to sign off the aircraft check flight for return to service and in doing so this requires my utmost attention to detail and vigilance during preflight regardless of time constraints or space constraints.  The final eyes on the aircraft are my own and I should check everything thoroughly and ignore everything else to include external pressures of my personal life. In the future moving forward I will take my time during preflight to inspect everything no matter how many personnel may have worked on the aircraft or however many QA checks were done. I will inspect everything as I was the one who did the maintenance and not let any external factors weigh in on my mental status as I am conducting ROC checks.




Synopsis: Pilot reported not rechecking main rotor components during preflight for a maintenance check flight after completion of maintenance.
Date: 201706
Local time of day: 1801-2400
Location: GTF.Tower, MT
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 2 Eng; Retractable Gear
Operator: Personal
Flight plan: VFR
Mission: Personal
Flight phase: Final Approach
Airspace: Class D GTF
ATC / advisory: Tower GTF
Second aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Training / Qualification; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight; Taxi
Contributing factors: Manuals; Procedure; Company Policy; Airport
Primary problem: Manuals

Narrative: I was working Approach with a trainee. We had switched Aircraft X to Tower making a straight in to Runway 17. Runway 3 was advertised. The Local Controller; who was also the Controller in Charge (CIC) at the time; requested a turn for Aircraft Y to depart off Runway 3. I heard the Local Controller then issue Aircraft Y a takeoff clearance. I turned to the Local Controller and brought it to his attention that Aircraft Y had to be through the intersection prior to Aircraft X crossing the threshold. His response to me was that he did not because the Aircraft X was a full stop; which is inaccurate. The incident was not reported by the Controller in Charge.This is the second time I have witnessed this type of event in the last couple weeks with our newly reopened crossing runway. I would suggest facility recurrent/refresher training on intersecting runway separation requirements.




Synopsis: An Approach Controller reported that a Local Controller cleared an aircraft to land; while another aircraft was cleared for takeoff from a converging non-intersecting runway.
Date: 201902
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Takeoff / Launch
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Turbine Engine
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Full thrust takeoff as per [Maintenance Release].All systems indications and checklists were normal after start and before takeoff.Just prior to V1 (Takeoff Decision Speed) the EGT (Exhaust Gas Temperature) display went red and peaked at 932.After liftoff Eng Ovht EICAS (Engine Indicating and Crew Alerting System) then Eng Fire EICAS and illuminated fire handle.At acceleration height PF (Pilot Flying) called for VS (Vertical Speed) +100 speed 190 then I confirmed with PF and pulled right illuminated fire handle. [Requested priority handling] with the Tower.We remained at flaps 5 190 speed and ran the engine fire failure checklist.Engine Fire and Ovht indications cleared approximately 15 sec after pulling fire handle.Completed engine fire checklist and landed Runway XX. Auto speed brake EICAS after landing and we had to manually deploy full ground spoilers.ARFF (Aircraft Rescue and Fire Fighting) noticed smoke from right engine and after inspection by Airport Ops and maintenance personnel we were towed to the gate.


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


Synopsis: B757 flight crew reported experiencing an engine fire after takeoff resulting in an air return to the departure airport.
Date: 201302
Local time of day: 1801-2400
Location: PAO.Airport, CA
Flight conditions: VMC
Weather elements / visibility: 30
Light: Night
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Final Approach
Airspace: Class E PAO
ATC / advisory: CTAF PAO; TRACON NCT; Tower NUQ
Second aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Communication Breakdown; Distraction; Situational Awareness
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach; Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Ambiguous

Narrative: This incident occurred on straight-in final approach to Runway 31 at my home airport PAO. This flight originated south of SJC. I was in contact with Norcal on 120.1 for SJC Class C clearance with a hand off to NUQ Tower on 119.55. Cleared through NUQ class D and advised of info Bravo (winds favoring Runway 31 at PAO) and that PAO Tower was closed. Comm 1 King 155A was on 119.5 with 118.6 in waiting.  At 1;500 FT and 3 miles focus was on airspeed; landing configuration; and final approach. Wheels down; flaps 15 degrees; 100 KTS; PAPI/RWY 31 lights indicated low on the glide slope and right of mid-line. Corrected alignment and used excess airspeed with some power to hold altitude to glide slope intercept at 80 KTS. No traffic observed; radio silent. At around 500 FT; perhaps lower; a high-wing aircraft flew across and above my flightpath. I initiated a go-around and checked Comm 1 setting - still on 119.55 NUQ and NOT on PAO advisory 118.6. Switched to 118.6 and announced my go-around intentions; the Cessna also (calmly) announced a go-around and said he had 'called base'; which I am sure he had but I had obviously not heard. I apologized for being on the wrong frequency; entered a right-hand pattern to Runway 31 and landed; followed by the Cessna. I attempted to confer with the Cessna pilot after tie down but could not locate him on the ramp.This is a flight I have made many times but rarely at night. Certainly when PAO Tower is operational there is a hand off instruction from NUQ to switch to PAO frequency. With the Tower closed I still anticipated this prompt and my focus was elsewhere. In retrospect I should have been proactive and announced to NUQ that I was switching to PAO prior to the final approach process and not rely on a prompt which may only be a courtesy and not a requirement for the Controller in this situation.




Synopsis: A pilot talking to NUQ Tower while on approach to PAO had a near miss at 500 FT with an aircraft also on PAO Runway 31 final but communicating on PAO CTAF because the Tower was closed during night operations.
Date: 202101
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Aircraft component: Nosewheel Steering
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action; Flight Crew Overcame Equipment Problem; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Procedure; Aircraft
Primary problem: Procedure

Narrative: The Ground Crew had finished pushing our flight from the gate. I cleared the Ground Crew off and was then shown the bypass pin and wireless headset bag per normal procedures. We started #2 for a single engine taxi. Upon rolling; the aircraft started veering left with no nose wheel steering. I made a quick and unexpected stop which occurred during the flight attendant demo. (No one was injured but it did get the attention of the flight attendants). I realized that the Ground Crew probably failed to ensure the towing lever was in in the normal position after removing the bypass pin which would have enabled the hydraulic nose wheel steering. I called OPS and they sent a ramp person out to lower the lever. The nose wheel steering then worked normally. I suggest the following: ensure the Ground Crew at all stations verify the towing lever is in the normal position after removing the bypass pin and that a warning is added in section X.2 of the AOM that proper nose wheel steering operation should be verified as the aircraft taxis forward. I recommend that the AOM is revised in section Y-1 to read: 'fuel verified; final is clear'. This ensures that the proper fuel on board is verified at the last possible moment before taxiing onto the runway instead of at the beginning of the Before Takeoff Checklist so unexpected delays would not cause a takeoff below the min fuel requirement.




Synopsis: B737-700 Captain reported no nose wheel steering control on taxi after engine start.