elihoole/asrs-aviation-reports huggingface dataset:
Date: 201308
Local time of day: 1201-1800
Location: DEN.Airport, CO
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight phase: Initial Approach
Airspace: Class B DEN
ATC / advisory: TRACON D01
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Human factors: Other / Unknown; Situational Awareness
Anomaly: Conflict Airborne Conflict
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airport; Human Factors; Procedure
Primary problem: Human Factors

Narrative: Vectored to join 16L at Denver by Approach. Joined Loc well before final approach point. Approach Control advised Airbus at our 3 o' clock and I (monitoring pilot) responded Airbus in sight. We were cleared for visual. We were established on the Loc for a straight in visual to Runway 16L. The Airbus was at our 4 o'clock and joining the Loc for 16R. Before reaching the FAF; we received a TCAS RA to descend 1;800 FT per minute to avoid collision. Captain followed RA and I made multiple calls to Approach to advise TCAS descent. TCAS showed less than 200 FT separation. The Airbus overshot their Loc and was descending onto us. When the RA stopped; we leveled out well below the GS but quickly received another RA to descend again. The Airbus was still descending onto us and overshooting their runway. I could see inside the wheel well of the airbus. Again we followed the TCAS RA. When the Controller responded he did not take the situation seriously and advised we were cleared for the visual and asked if we were going to continue the approach. The Airbus was never given ATC instruction to stop descending or break off their approach. We had limited options because we could not climb and the ground was closing fast due to our 1800+ descent TCAS RA. We were quickly running out of room between the Airbus and ground contact. I am seriously considering contacting the FAA myself about the DEN attitude toward safety. I have never been more upset regarding flight operations as I am on this day. Without immediate action on our part; a mid-air collision was imminent. The Airbus overshot their Loc and descended on top of our aircraft. We were descending 1;800 fpm with both TCAS RA and ground contact closing. Due to their inaction; the DEN Approach Control was a threat. If this situation presents itself again; I will be more forceful with radio communication in what I expect ATC to do to keep an aircraft from pinching us between themselves and the ground. The lack of ATC action was unacceptable in this event.




Synopsis: EMB145 First Officer laments the lack of ATC action to prevent TCAS RA's during simultaneous visual approaches to Runways 16L and 16R at DEN.
Date: 201501
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 25
Light: Daylight
Aircraft: Challenger CL600
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Altitude Alert
Component problem: Improperly Operated
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Training / Qualification; Distraction; Confusion
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance; Flight Crew Took Evasive Action
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: We were cleared to hold on the 220 radial off of the arrival VOR at 12 miles during arrival. As the First Officer; Pilot Monitoring; was trying to get the hold into the FMS we were cleared to descend to 5000 feet. The altitude alerter was then set to 5000 feet. During the descent; prior to 7000 feet ATC then asked us to stop our descent and maintain 7000 feet. The altitude alerter was not reset to 7000 feet (still set to 5000 feet). This happened because both crew were trying to input the difficult hold instructions into the FMS that was confused by one pilot missing the '12 DME' requirement. The aircraft descended to 6500 feet before the correction was made back to 7000 feet. The Captain; Pilot Flying; was busy trying to assist with inputting the difficult hold clearance (with clearance confusion); and was not watching the aircraft flight path. Simple standard procedures and monitoring broke down while trying to program the FMS when clearance and procedures became confusing.




Synopsis: During a descent to 5;000 feet; ATC issued a complex hold instruction. Then while struggling with the FMC hold entry; ATC modified the altitude to maintain 7;000 feet; but the busy crew failed to level. At 6;500 feet they realized their error and climbed.
Date: 201205
Local time of day: 1201-1800
Location: U90.TRACON, AZ
Flight conditions: VMC
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E ABQ
ATC / advisory: TRACON U90
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Communication Breakdown; Distraction; Workload
Anomaly: Conflict Airborne Conflict; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft; Environment - Non Weather Related; Procedure; Company Policy
Primary problem: Company Policy

Narrative: ATC cleared our flight to the CALLS navigation fix for Runway 11L visual approach.  Just prior to being cleared; we were told that gliders were in the area. Passing through approximately 11;000' MSL my First Officer spotted the glider at 12 o'clock and co-altitude.  When I saw the glider; they were turning to the left and going away from us.  I disengaged the autopilot and flew the aircraft manually to the right to increase the distance between us. As we passed abeam the glider; the distance was less than 1000' and less than a mile. We were still in communication with Approach; so we told the Controller the gliders position; which was now above us.  The Controller called back to confirm the glider was 'above us as we passed below 10;000' MSL.' Having gliders without transponders is a real threat to other aircraft that cannot see them; especially when gliders have a very small profile head on or tail to you. I hope this report finds the right people in charge to protect the flying public from airborne hazards that could be avoided by installing a transponder.




Synopsis: A B737 took evasive action from a glider at about 10;000' while descending for a daylight visual approach to TUS Runway 11L. Suggest transponder equipped gliders near airports.
Date: 201703
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: SR20
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Climb
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Situational Awareness; Time Pressure; Workload
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Landed in Emergency Condition; Flight Crew Took Evasive Action; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On take off at 500 AGL cylinder # 5 and 6 CHT went red with harsh engine roughness and loss of 40% PWR. Instructor Pilot initiated [ATC] call and made right turn for [runway]. ATC Tower gave clearance to land. Aircraft was able to taxi to ramp.




Synopsis: SR20 instructor reported two cylinder head temperature indications climbed into the red; the engine began running rough and lost power; resulted in a return to the airport.
Date: 201602
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: VMC
Weather elements / visibility: 50
Light: Daylight
Aircraft: King Air C90 E90
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Skydiving
Flight phase: Cruise
Airspace: Class E ZZZ
Reporter organization: FBO
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness; Training / Qualification
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Weight And Balance; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: I was operating a skydive flight at 14;000 feet Flaps were set at 60% on the final portion of the jump run. I turned the green light on to indicate to the skydivers it was safe to climb out. As jumpers climbed out of the aircraft; my speed was 80 KIAS and with the added drag of three jumpers climbing outside I observed the speed slow to 75KIAS. With all skydivers going out in one large group; an aft-CG situation was encountered. Two jumpers were seated aft of the door in a location where we ask them not to sit. Some of the remaining skydivers had moved further aft from their original seated positions.As I was about to push the power forward to accelerate; the airspeed indicator had an instantaneous decay of 8 KIAS. Less than a second later the left wing stalled and the aircraft entered into a one turn spin. I immediately executed spin-recovery procedures. I believe my aerobatic experience and upset prevention and recovery training was a large factor in a quick response and successful recovery. Speed and g-load limits were not exceeded for the aircraft configuration.




Synopsis: C90 pilot operating a skydiving mission; reported getting slow at 14;000 feet as the jumpers begin grouping in and outside the aircraft for a group jump. The left wing stalled and the aircraft enters a one turn spin to the left before the recovery. An aft CG may also have been an issue as the divers moved to the door and behind it at very low airspeed.
Date: 201707
Local time of day: 0601-1200
Location: SFO.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B SFO
ATC / advisory: Tower SFO
Second aircraft: Airbus 318/319/320/321 Undifferentiated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: ATC Issue All Types; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Procedure

Narrative: We were cleared for takeoff on Runway 1R approximately 15 seconds after an Airbus was cleared to takeoff on Runway 1L. Winds reported were 290 at 17 kts. After rotation at around 200 AGL we encountered wake turbulence from the Airbus. We rolled hard left; I applied full lock aileron to the right and the aircraft was still rolling left. I instinctively added some right rudder which got us back to straight and level. In 37 years of flying this was the worst wake I have encountered. In 16 years of flying the CRJ it is the only time I have ever applied full ailerons for any reason.Tower clearing upwind aircraft to depart first. It was my decision to accept the takeoff clearance with the possibility of wake. I underestimated the wake off of the small Airbus. In this crosswind condition; which happens a lot in SFO; the downwind aircraft should always depart first; never second.




Synopsis: CRJ-700 Captain reported encountering wake turbulence on takeoff from SFO from an Airbus that took off on a parallel upwind runway. Reporter stated full aileron and rudder was required for recovery.
Date: 201701
Location: ZZZ.Airport, US
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Aircraft component: Potable Water Storage; control; indication
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Technician
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Procedure; Equipment / Tooling; Human Factors
Primary problem: Human Factors

Narrative: I was coming off the high side of the nitrogen cart; not focused that it was 100 PSI increments. Thinking it was 10 PSI increments. Thus very over pressurizing the potable water system which resulted [in] aircraft damage.Stay focused on the task at hand. A pressure relief valve would be nice in system; but still no excuse.




Synopsis: Technician had the potable water system over-pressurized on an A320 causing damage to the aircraft.
Date: 202006
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Dawn
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Airspace: Class B ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Aircraft; Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Human Factors

Narrative: Upon completing my day in the hotel room; I received a phone call from the Chief Pilot at the Operations Control Center. He informed me that I had flown an aircraft three legs with open logbook discrepancies. During my preflight at the origination of the pairing; I did a logbook check; but failed to notice that the maintenance items written up had not been closed out. My attention was focused on the missing terminating fuel from the day prior and then the subsequent search to get that information so I could complete the morning fuel audit. I overlooked the fact that the writeup had not been closed out and signed off by a Mechanic.In analyzing the chain of errors; I was the last safety gate. The terminating Crew from the previous night should normally have let Dispatch know that there were open writeups remaining in the logbook; and Maintenance on the overnight should have also made sure the logbook was clear after completing any open writeups. If I had done a complete logbook check; I would have caught that the entries were still open; but I did not catch it.


Second narrative: It was the first flight of the day. We departed with three open writeups in the Maintenance logbook that were not addressed overnight. With extra time; I could have also reviewed the Maintenance logbook. Due to the COVID-19; I used the extra time outside my duties to disinfect my work area.


Synopsis: Pilots reported being advised that the aircraft was flown with open write ups on three legs.
Date: 201705
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Commercial Fixed Wing
Flight phase: Parked
Aircraft component: Trailing Edge Flap
Reporter organization: Contracted Service
Reporter function: Inspector
Reporter qualification: Maintenance Inspection Authority
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Routine Inspection
Result: General Maintenance Action
Contributing factors: Aircraft; Procedure; Manuals; Human Factors
Primary problem: Procedure

Narrative: [Maintenance paperwork] was generated for Aircraft X to oversize the 'inboard carriage to torque tube attach holes and hardware' on the left wing inboard flap assembly. The [paperwork] was started but never completed due to non-routines being written for pitting corrosion on internal mating surfaces of the torque tube and corrosion on the attach fitting. The decision was made to change the flap.When the part was routed to the vendor only the corrosion on the fitting was listed on the repair order. The torque tube pitting non-routines and the incomplete [paperwork] were not mentioned. Without this information the vendor did not separate the torque to look for corrosion nor did they complete Service Bulletin 737-57A1314 and re-part mark the flap to MPN 113a2100-53A. This is not an unusual occurrence. Often when a component is removed from an aircraft and multiple discrepancies are written against it the only information on the repair order is what the mechanic writes on the back of the removal tag. Create a procedure so that all known discrepancies written against a component are sent with the repair order to the vendor.




Synopsis: A Maintenance Inspector reported that a Vendor did not accomplish the repairs required due to lack of information.
Date: 201209
Local time of day: 0601-1200
Location: ZDV.ARTCC, CO
Flight conditions: VMC
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Initial Approach
ATC / advisory: Center ZDV
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Commercial
Human factors: Situational Awareness; Workload
Anomaly: Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Air Traffic Control; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: It was clear and sunny and had all the terrain in sight during the entire flight. We were cleared for the LDA DME Runway 25 into EGE prior to Kremmling. I was the pilot monitoring. After passing Kremmling VOR above 14;000 FT we VTO'd and started our descent to AQULA down to 12;900 FT. Neither one of us noticed that we had accidentally descended below the published route between Kremmling and VOAXA. ATC issued a low altitude alert and we immediately responded with correcting and we have ALL terrain in sight. We immediately corrected up to 13;800 FT which took just a few seconds and by then we crossed VOAXA and continued our descent. During the entire flight and approach we had the terrain in sight at all times. We could have verified that the VNAV was going to make the crossing restriction; but if we had just descended via the VSI mode and selected each altitude it would have been completely avoided.




Synopsis: Air Carrier First Officer as Pilot Not Flying (NFP) reports a descent below the MEA after being cleared for the LDA DME Runway 25 approach to EGE in VMC. ATC issued a low altitude alert and the crew corrected.
Date: 201911
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: B777 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: Flap Control (Trailing & Leading Edge)
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Second reporter function: Captain; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Our flight was dispatched with a flaperon status message displayed. Maintenance disconnected 1 of 2 sensors and sent us on our way. About 35 minutes into the flight we felt a sharp jolt then an aircraft vibration which was significant. We checked all systems and found we had an Amber X on the right flaperon along with a 20 degree left yoke displacement.We had a complete system failure at that point. After the Captain conferred with Maintenance; dispatch and the crew it was mutually agreed upon not to continue the flight and return to ZZZ. None of the personnel contacted could give us information on how our fuel burn would be over a XA:06 min flight. Flying over [international] airspace with all these unknowns and the possibility of landing short was not a good decision; we returned to ZZZ where proper maintenance could be performed.


Second narrative: During briefing it was noted an inbound write-up 'FLAPERON ACTUATOR STATUS MESSAGE DISPLAYED.' Maintenance performed a procedure to disconnect a sensor prior to departure and sent a valid maintenance release. According to the Maintenance Personnel; this was the second incident with the issue during the airplane's last two legs.35 minutes after departure we felt a 'bump' and then experienced a slight airframe vibration. After about 10 minutes; the yoke displaced 20 degree to the left. We contacted dispatch/[Maintenance Control] and discussed the situation. We ended up with [Maintenance Control]; Dispatch; Chief Pilot; and Fleet Technical Manager on the line.While the Fleet Technical Manager did a satisfactory job explaining the situation; the question that could not be answered was what was the additional fuel burn we would experience in the next 13 hours with the additional drag produced by the drooping flaperon. The Chief Pilot and fleet technical solution was to continue and 'just see' how much fuel we burn; and if necessary land short of destination. This; along with a 'sick' airplane; flying over the most hostile environment we operate in; was not a good decision; and as a crew the decision was made to return to ZZZ.We dumped 90K of fuel per the checklist.


Synopsis: B777 flight crew reported the right flaperon malfunction during cruise resulted in a return to the departure airport.