elihoole/asrs-aviation-reports huggingface dataset:
Date: 201203
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Night
Aircraft: B727-200
Operator: Personal
Operating under: Part 91
Mission: Cargo / Freight / Delivery
Flight phase: Parked
Aircraft component: Powerplant Fire Extinguishing
Reporter organization: Personal
Reporter function: Technician
Reporter qualification: Maintenance Powerplant; Maintenance Inspection Authority; Maintenance Airframe
Human factors: Situational Awareness; Time Pressure; Distraction; Confusion; Communication Breakdown
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Maintenance Action
Contributing factors: Aircraft; Chart Or Publication; Human Factors; Manuals
Primary problem: Human Factors

Narrative: Flight Engineer (F/E) questioned engine Fire Bottle Weight Check Date; it was one day expired on tag. General Maintenance Manual (GMM) section was found that allowed for Hydrostatic/Acoustic Inspection Overrun to [go to the] next C-Check.  F/E accepted that and no Logbook entry was created. After aircraft departed; Maintenance Control called and they had found a Maintenance Manual (M/M) reference for reweighing the [Fire] bottle if it had no pressure gauge. I had remembered the GMM reference from the older; pressure gauge bottles and automatically went to it under the pressure of [being] close to blockout time.  I also had read of Acoustic Testing to determine contents [weight] of bottles and assumed that applied to the bottles with no gauges. Maintenance Control stopped the aircraft at the hub to have the bottles reweighed.

Callback: Reporter stated that he and Maintenance Control were mixing-up the Hydrostatic Test versus the Fire Bottle Weight Check information in their General Maintenance Manual (GMM). Maintenance Control had called him back after finding a Revision notice just as the B727 was lifting off.   Engineering had issued a Revision to their Maintenance Manual (M/M) approximately nine months earlier; requiring fire bottles without pressure gauges had to be weighed prior to dispatch if the Weight Check date on the fire bottle tag had expired. Only a few of their aircraft have Fire Bottles without pressure gauges. The Revision included a procedure using a Laser to check the fire bottle dimensions for weight; which would indicate if any Halon had escaped the bottle.



Synopsis: A Line Mechanic reported a possible illegal dispatch of a B727-200 aircraft after he misinterpreted a Maintenance Manual (M/M) section for an 'Out of Date' Engine Fire Bottle Weight Check requirement.
Date: 201703
Local time of day: 0001-0600
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Takeoff / Launch
Aircraft component: Pneumatic Ducting
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Rejected Takeoff
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Max power takeoff with APU running. At 80 knots; an aural alert sounded and the red FIRE CARGO AFT annunciation appeared on the EICAS. We were accelerating quickly; and with my reaction time; I took control of the airplane and rejected the takeoff at approximately 95 knots. I did not use heavy braking because I wanted to expedite clearing the runway. As we slowed to a safe taxi speed; we accomplished the FIRE CARGO AFT checklist; which resulted in discharging halon agent into the lower aft cargo compartment. As we brought the airplane to a stop at the intersection of F and T3 as directed by Tower; the FIRE CARGO AFT annunciation remained displayed. Therefore; I decided to run the evacuation checklist and deployed the escape slide at L1. Crew successfully evacuated via the left slide without injury. Additionally; we noticed the presence of pneumatics-related cautions on the EICAS; but I felt it would be a waste of time to address those. However; we did include that information in the [Maintenance] debrief a short time later over the phone. Fire rescue crews were on scene quickly; but the language barrier was difficult. Eventually; someone who spoke some English arrived and we were able to communicate somewhat. Eventually; the fire chief and maintenance were able to determine there was no fire; and the fire personnel left. After phone discussions with [Maintenance]; and investigation; it was determined that a pneumatic duct failed; which caused excessive heat in the lower aft cargo compartment; which triggered the fire warning.


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


Synopsis: B777-200 flight crew reported they aborted a takeoff and evacuated the aircraft due to a FIRE CARGO AFT annunciation. Post flight inspection determined a pneumatic duct had failed.
Date: 202009
Local time of day: 1201-1800
Location: ZZZ.Tower, US
Aircraft: B787-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Second reporter function: Pilot Flying; Captain
Anomaly: Conflict Airborne Conflict
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were established on the ILS to ZZZ just outside ZZZZZ at approximately 7.0 DME and approximately 2;500 ft MSL. The Captain was the Pilot Flying and I was the Pilot Monitoring. While performing some of the final landing configuration tasks; I caught motion of an object out of my peripheral vision at about 1:00 low. My first thought was that the object was a helicopter passing below. We were not advised of the traffic by ATC; so I looked again and observed the object for about 3 seconds as it passed beneath and to the right of the airplane. The object that I observed appeared to be a medium sized drone. It was white in color and appeared to have some sort of Red markings or lettering on it. I saw it clearly enough to see that it had a total of 4 rotors; one on each corner of the craft. We were on the centerline of the approach course; so I would estimate the drone position to be 200 feet north of the centerline and about 300 ft below our altitude; or approximately 2;200 ft MSL. I reported the drone sighting to ATC shortly thereafter. We continued our approach and landing without further incident. The tower gave me a phone number to Approach to call as we were taxiing to the gate. After shutdown and safely at the gate I called the number and answered all questions they had.No causal factors on our part that played a role. This event happened over a period of 6-7 seconds. I think an evasive maneuver would have been difficult to accomplish if it had been needed.Not sure how to prevent this from happening in the future.


Second narrative: I was Pilot Flying. The First Officer saw a red and white 4 blade drone just to the right of our aircraft and about 300 ft below us. There was no physical contact with the drone. Reported to tower. First Officer spoke with tower on the ground.Prevent drones from entering ATC airspace.


Synopsis: B787 flight crew reported an uneventful landing after experiencing an airborne conflict with a UAV during final approach.
Date: 201201
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Night
Aircraft: Rockwell North American Twin Piston Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 135
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Engine power loss on the left engine. Performed a precautionary engine shut down. Advised Departure and returned to [departure airport]. Landed without further problems.




Synopsis: An AC50 pilot reported loss of power in the left engine. After successfully shutting down the engine the pilot returned to departure airport.
Date: 201809
Local time of day: 1201-1800
Location: HHR.Airport, CA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-24 Turbo Comanche
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Descent
Airspace: Class B LAX
ATC / advisory: TRACON SCT
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness
Anomaly: Conflict Airborne Conflict; Inflight Event / Encounter Bird / Animal; Inflight Event / Encounter Object
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Human Factors
Primary problem: Ambiguous

Narrative: I was cleared into Class B Airspace and given direct to HHR and allowed to descend at my discretion. Approximately 5 miles out and approximately 2000 feet MSL I saw a person wearing a helmet; goggles; and some sort of harness at my 2 [o'clock] position. I applied full left aileron to avoid hitting the person. I was not able to tell if it was a para-plane; a parachutist; or exactly what I saw as there was not time. I did not see a chute or canopy; probably because it happened so fast. I notified SoCal Approach that I almost hit someone; maybe a parachutist or something. Approach asked me to contact Hawthorne Tower; which I did and continued to land the plane. Since I was under ATC control; if the radar track and my discreet transponder code were recorded; my exact position and altitude could be identified when I made the evasive turn to the left.




Synopsis: Private pilot reported almost hitting a skydiver during descent.
Date: 201501
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Caravan 208B
Mission: Passenger
Flight phase: Landing
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Single Pilot
Human factors: Situational Awareness
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Object; Ground Excursion Runway; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Object
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: Aircraft cleared for ILS 16L approach (RVR 2200). I believe there was a 737 sequenced to follow. Approach lights visible from approx. 10 miles. I maintained 170 knots and flaps up configuration until DH. Approach light system visible at DH. Decision to continue to 100 HAT. Reduced power to approx. 800lbs; and as aircraft decelerated; deployed flaps 10; and began division of attention between inside and outside reference; focusing on acquiring threshold markings. The sequenced flashers (rabbit) was not on. I thought I saw the touchdown zone lighting. Reduced power further in anticipation of touchdown and deployed flaps 20. At that point; realized I was still over the ALS; initiated go-around. During the go around transition; the aircraft contacted the approach light system. As the aircraft ascended above the ALS; the runway surface was plainly in sight. Because of the apparent contact with the approach lights; landing was prudent. Touchdown on main gear was normal; and when the nose wheel subsequently touched down; the aircraft made an immediate hard left turn; the aircraft left the runway; crossed the grass median and was able to stop at the edge of TWY B.Coordinating a slower approach configuration with ATC (approach and tower) and full use of airport facilities equipment (i.e. use of the sequenced flashers during low visibility conditions).




Synopsis: C208B pilot reported contacting the approach light system on an instrument approach. Pilot elected to continue landing; and lost control of the aircraft after touch down.
Date: 201909
Local time of day: 1201-1800
Location: FTW.Airport, TX
Flight conditions: VMC
Light: Daylight
Aircraft: Falcon 900
Operator: Corporate
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B DFW
ATC / advisory: TRACON D10
Reporter organization: Corporate
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure; Human Factors; Airspace Structure
Primary problem: Human Factors

Narrative: We were on an IFR flight plan; on autopilot and assigned a heading to intercept the localizer [for Runway] 16 and Regional Approach told us maintain 4;000 ft. [which] kept us in the DFW Class B airspace. There were numerous VFR aircraft in the area operating under the Class B shelf. One of the aircraft below us was indicating 500 ft. below us on our TCAS at our 2 o'clock position and a couple miles. While looking for the airport we got a RA to monitor vertical speed. The aircraft that was at 3;500 ft. MSL had started a climb and was 400 ft. below us. We tried to pick up the aircraft visually as he continued to climb. He came within 200 ft. below us by the time we made visual contact. The traffic was in a steep left hand turn from our right to left. At no time were we told about this aircraft or issued a traffic alert from ATC. We were prepared to execute a climb if we would have gotten a climb RA. The pilot of the GA aircraft did query ATC to tell her that there was [an aircraft] that just went over him and that his instruments said that we were only 200 ft. above him. Though the pilot of the GA aircraft queried ATC about us; he continued his left hand turn to only disappear behind our 7 o'clock position. The Controller called us to check our altitude to which we responded that we were level 4;000 ft. and then I requested an updated altimeter setting which was only 1/100 different from what we had set. After losing sight of the GA aircraft we observed him descend back down to 3;500 ft. MSL. Because we visually acquired the traffic and no further TCAS alerts were received; no other action was taken by the crew. Though the Controller was busy; it is troubling that we were not notified of the traffic considering the track and minimal vertical separation. It is also surprising that the Controller's equipment did not issue a collision alert when the GA aircraft started to climb.During our brief prior to departure; we discussed the possibility of traffic underneath the Class B and that extra vigilance would be required. I don't believe that the flight crew could have done anything differently. We were alert for a possible traffic situation in the DFW area.




Synopsis: Falcon 900 Captain reported an NMAC during initial approach without warning from ATC.
Date: 201503
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: Mixed
Light: Daylight
Aircraft: Cessna 337 Super Skymaster
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Oxygen System/Crew
Component problem: Improperly Operated; Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Private
Human factors: Confusion; Distraction; Physiological - Other; Training / Qualification
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Maintenance; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Took Evasive Action; Flight Crew Landed As Precaution; General Physical Injury / Incapacitation
Contributing factors: Procedure; Equipment / Tooling; Aircraft; Human Factors
Primary problem: Equipment / Tooling

Narrative: During routine cruise at 13000 feet MSL; in an unpressurized aircraft; using a Mountain High O2D2 oxygen regulator; trailing pilot in a flight of two aircraft experienced significant hypoxia.  The lead pilot recognized classic signs - noticeable slurring of speech; decreased cognitive/situational awareness; altitude/course deviation.  Reduction of altitude and 'keeping the pilot talking' yielded a safe landing; with no accident; injury or damage; thanks also to cooperation from Center (Air Traffic Control).The O2 regulator was approximately 10 years old; and had never been returned for upgrades/repairs.  Thus sensors/regulator may be out of spec by this time; and AA (power source) batteries may have been low.  No interval for regulator maintenance was specified at time of production.  The affected pilot is nearly 60 years old; somewhat 'out of shape' with little physical exercise; mainly desk work; and approximately 6 feet 4 inches; 220 pounds; so the delivered oxygen dosage was apparently inadequate; and Pilots' shallower; less pulsatile breathing after hours of flight at altitude may not have triggered oxygen release reliably with this older; non-upgraded model.  It is also possible that the vinyl delivery hose became bent or crimped; denying 02 flow.  In a high noise environment; the regulator alarm may be inaudible.Suggestion: Routine maintenance for this device may be a logical requirement; for flight safety reasons. Manufacturer offers upgrades/rebuild in the $100 range; so the cost/safety tradeoff is a reasonable one.  Affected pilot is having his unit upgraded immediately...




Synopsis: A pilot in a flight of two C-337's at 13;000 feet reported detecting the other pilot's conversational hypoxia symptoms so they descended and diverted. The Mountain High O2D2 regulator was a decade old and not serviced regularly.
Date: 201810
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Dusk
Aircraft: Aeronca Champion
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Descent; Initial Approach
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Aircraft component: Cockpit Window
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Distraction; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Landed in Emergency Condition; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: Just prior to pattern entry a violent windshield failure occurred. At the time of the failure; I was looking down to stow my iPad in the door pocket; which protected my face from the debris. 90% of the windscreen imploded into me and out the left side of the aircraft; taking my hat and headset off. The resulting pressure through the fuselage blew out the left rear window as well. Compass; sunshades; and all other loose items in aircraft departed out the opening. The debris hit left wing and left horizontal tail leading edges; causing some fabric damage. Was able to retrieve headset; make one radio call; and land otherwise normally. Unsure if bird strike; or another object; or if windshield failed on its own accord. Fortunately/unfortunately; I happened to be looking down at the moment of its failure; so I have no idea whether something hit my aircraft or not. There is no physical evidence of a bird; and no parts of a drone or other object. Colleagues of my father (all in aviation) believe it to have been a strike of some kind; as they haven't seen an unprovoked windscreen failure like this before. No injuries; no witness to the moment of incident other than myself.




Synopsis: Citabria pilot reported the windshield shattered for unknown reasons.
Date: 201702
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Snow; .75
Light: Dawn
Aircraft: PA-46 Malibu Meridian
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Cruise
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Elevator ControlSystem
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Captain; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Diverted; General Maintenance Action
Contributing factors: Aircraft; Weather
Primary problem: Aircraft

Narrative: The Aircraft had been flown 2 days prior with no problems; in fact the auto pilot was working well after work by the avionics shop. Before takeoff I noted the controls were stiff but usable. It was about 5 degrees outside and the plane had been cold soaked. I figured once the cabin heated up things would be normal. About 10 minutes into the flight the elevator control became very stiff; making the plane harder to control. As time went on it got worse. At this point I was very close to ZZZ and figured the best thing was to get it on the ground. After landing I showed the owner the problem; called [maintenance] and was advised to get the plane in a warm hangar before the mechanic arrived from ZZZ1. About 30 to 40 minutes after that; the elevator became impossible to move from the outside.Talking with Piper they suggested the problem might be a plastic roller within the control column.




Synopsis: The pilot of a Piper PA-46 found that the elevator was very stiff to operate and got stiffer during flight.