elihoole/asrs-aviation-reports huggingface dataset:
Date: 201811
Local time of day: 0601-1200
Location: ABQ.Airport, NM
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E ZAB
ATC / advisory: Center ZAB
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion; Situational Awareness; Workload
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Unstabilized Approach
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Chart Or Publication; Procedure
Primary problem: Procedure

Narrative: Did not know what a speed brake intensive arrival this was. We started down with a 2.8 vertical bearing to the first altitude restriction. It was not long before we started falling behind the VNAV PATH. The speed brake was deployed but was not enough to catch up. We were vectored to the north then re-cleared to VLCNO intersection. We were still too high to make the crossing and passed 600 feet high with the speed brake out all the while. We increased speed to make the altitude but was unsuccessful. We were then cleared the visual but still had too much energy for a normal approach. The gear was lowered well before normal just to slow to flap speed. It took some fancy flying just to be stable at 1;000 feet. I totally get why there is a warning in our ops pages about high occurrences of unstable approaches in ABQ. The structure of this arrival needs to be looked at again. It flies like a hi-altitude penetration in a phone booth. It needs to extend further west before intercepting the final to Runway 8. Until this arrival is corrected a note should be added stating that it may exceed the vertical capabilities of your aircraft. I have not flown into ABQ for years so I was not expecting anything like this. From here on I will have us descend to MEA before starting this arrival again.

Callback: Reporter stated the arrival in question was the SNDIA3 RNAV.



Synopsis: B737 Captain reported the approach to ABQ airport needs review because; as currently designed; it increases the chances for an unstable approach.
Date: 201405
Location: ZZZ.Airport, US
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
ATC / advisory: Ramp ZZZ
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Time Pressure; Distraction; Communication Breakdown; Confusion
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Company Policy; Human Factors; Procedure
Primary problem: Company Policy

Narrative: For the second time in a month; an off-line Jumpseater presented paperwork that indicated he was a Company Pilot; through no fault of his own. Both times the Ticket Agent was at fault. Neither Operations agents caught the error. It was left up to the pilots to catch it. This stems from a culture to rush; even though officially we are all told to not rush. Mistakes are being made every day because operationally there is a quiet yet palpable urgency to do the job in minimum time. Load sheets with incorrect fuel uplift. Load sheets that state Ground Operations copy presented to pilots. Pressure to board before aircraft security status and Flight Attendant briefings are complete. Missing bags updated when airborne. And it all falls in pilot's lap. We are given responsibility for everything and authority over nothing. A great deal is made of safety and security being our priorities. The way we operate would say otherwise.Reduce the punitive nature to get aircraft out on time. We are minimally staffed and any hiccup in Operations causes tremendous strain.




Synopsis: A B737 Captain reported his Company's on time performance pressure on pilots; flight attendants; and agents sets the stage for numerous types of errors including unauthorized pilots in the cockpit because of faulty paperwork.
Date: 201210
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: MD-80 Series (DC-9-80) 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: Powerplant Lubrication System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer
Second reporter function: Captain
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition; Flight Crew Diverted; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At cruise approximately 100 miles west of ZZZ [at] FL330. R OIL PRESS LOW light. Noticed the R oil pressure was approximately 30-35 PSI. Then noticed the R oil quantity was zero and R oil temp was in the red (170). QRH called for engine shutdown and refer to QRH Engine Failure/In Flight Shutdown. Captain declared and emergency and requested vectors to ZZZ. Flight attendants were advised. Flight landed uneventfully. Taxied off runway and Fire Equipment inspected engine. No damage was noted and aircraft taxied to gate. Passengers were deplaned and placed on another aircraft and flown to destination by same crew.


Second narrative: At FL330; approximately 100 NM WSW of ZZZ we noticed right engine oil pressure to be low and fluctuating. Oil quantity was zero and oil temperature was very high (above red limit line). Referenced QRH and accomplished in flight shutdown; declared an emergency with ATC and began a descent to land at ZZZ. I notified flight attendants and made a PA to the passengers. Landed at ZZZ; cleared the runway and had the aircraft checked by airport fire department. Once notified aircraft was safe I taxied to the gate. Post flight inspection revealed no visible damage; but there was residual oil still leaking from drains in the engine cowling.


Synopsis: MD80 flight crew experiences loss of right engine lubricating oil at FL330 and diverts to a suitable airport after shutting down the engine and declaring an emergency.
Date: 201705
Local time of day: 0601-1200
Location: SFO.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Widebody Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower SFO
Second aircraft: Commercial Fixed Wing
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Contributing factors: Procedure
Primary problem: Procedure

Narrative: As we were taxiing out for departure; initial instructions were to hold short of 1L. Upon arrival at 1L; we were instructed to cross 1L; Hold Short 1R. Immediately upon acknowledging our instructions; the aircraft on 1R was cleared for takeoff. That aircraft passed our position very shortly after we came to a full stop. Had we not stopped; the aircraft taking off would have had no reaction time/space available. The potential for conflict is exceptionally high as the aircraft taking off is doing so while we were still continuing towards 'their' runway. If there is any distraction on the taxiing aircraft; it could result in a catastrophic incursion.




Synopsis: Air carrier First Officer reported another aircraft was cleared to takeoff at SFO on a crossing runway which they had been told to hold short of; but they had not yet come to a stop.
Date: 201202
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Main Gear Tire
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Powerplant; Maintenance Airframe
Human factors: Confusion; Situational Awareness; Communication Breakdown
Anomaly: No Specific Anomaly Occurred All Types
Detector: Person Maintenance
When detected: Other During Tire Change
Result: General Physical Injury / Incapacitation
Contributing factors: Human Factors; Equipment / Tooling; Company Policy; Aircraft
Primary problem: Equipment / Tooling

Narrative: I am filing this report due to an ongoing safety concern with regards to unsafe tooling for changing the tires on the A320/319 aircraft. The tooling in question is the poorly designed socket in the Tire Change Kits at the Terminal and Hangar. Last year; 2011; I strained my back due to this socket slipping off the [axle] nut while torquing a tire on an A320 and I was off work for over a month and went through several sessions of physical therapy. Tonight; I was involved with another A320 tire change and nearly a year later; I see nothing has been done to replace or fix this unsafe socket. After I came back from the hospital last year just after injuring my back and before going home; I had sat down with several Mangers; Supervisors and a company Safety Representative and discussed ideas to fix and redesign this socket. I am upset that nothing has been done to fix this. The potential for injury to me and my co-workers still exists; not to mention damage to the axle nut and possibly improper torque of this nut; from the sloppy fit of this tool. My most important concern is to keep co-workers from getting hurt like I was last year.




Synopsis: A Line Mechanic raises safety concerns about an unsafe and poorly designed axle nut socket tool used to remove and install Main Landing Gear (MLG) tires on A319/320 aircraft. The potential for possible injury to himself and others still exists including improper nut torque and damage to the axle nut from the sloppy fit of the tool.
Date: 201810
Local time of day: 0601-1200
Location: FAT.Airport, CA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna 210 Centurion / Turbo Centurion 210C; 210D
Operating under: Part 91
Flight plan: None
Flight phase: Parked
ATC / advisory: Tower FAT
Aircraft component: Brake System
Component problem: Failed
Reporter function: Local; Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial
Human factors: Troubleshooting; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Provided Assistance; Flight Crew Took Evasive Action; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During aircraft run-up; a popping noise was heard inside the cockpit and the aircraft began to roll forward. When realization that brakes had failed and that aircraft was unable to stop; throttle was pulled to idle and Tower was notified that aircraft was rolling onto the runway. Tower issued a go-around to an aircraft setting up to land. Used nose wheel steering to attempt to turn away from runway but the aircraft still rolled onto and came to a stop on the side. After stopping for a moment power was used to relocate the aircraft back into the run-up area as to minimize disturbance to Tower operations. Explained to Tower what had occurred and decided it was best to shutdown the aircraft in the run-up area and be towed to a maintenance facility on the field. Upon inspection on shutdown there was a prominent smell of hydraulic fluid and hydraulic fluid could be found sprayed around the cockpit near the rudder pedals. Maintenance found that the pop was the left brake linings failing at the rivets and breaking away.




Synopsis: Cessna 210 pilot reported the brakes failed as the aircraft was holding short of the runway; causing a runway incursion.
Date: 201212
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna 150
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Ferry / Re-Positioning
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Engine
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Training / Qualification; Troubleshooting; Communication Breakdown; Situational Awareness; Time Pressure
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: In-flight; Aircraft In Service At Gate
Result: Flight Crew Inflight Shutdown; Flight Crew Took Evasive Action; Flight Crew Landed in Emergency Condition
Contributing factors: Chart Or Publication; Aircraft; Logbook Entry; Procedure
Primary problem: Aircraft

Narrative: I departed and climbed up to 6;500 feet MSL. While enroute after about 20 minutes cruising I experienced a sudden vibration followed by an immediate power loss to about 1500 RPM. I followed all engine loss procedures to no avail. Unable to maintain altitude; I located a field and executed a successful forced landing which resulted in no damage to the aircraft; me; or the owners' property; other than disturbing some cows. The aircraft had recently been through an annual inspection. However; I was unaware that the pitot static system and the transponder check were not covered by the inspection. Earlier that day I flew out of an airport which is located under Class B airspace. I spent about 10 minutes in the Class B shelf area flying out to the west. I made some research after the incident and according to my best knowledge by now; I should have had the Mode C Transponder inspected even for a day VFR flight within 30 NM radius at any altitude below the top and around the main airport of the Class B airspace.




Synopsis: A Cessna 150 engine failed at 6;500 FT in cruise. The pilot landed the ferry flight successfully off airport and later discovered that having departed Class B airspace the aircraft's transponder and pitot-static systems had not been checked.
Date: 201601
Local time of day: 1801-2400
Location: MGGT.Airport, FO
Flight conditions: Marginal
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
ATC / advisory: Center MHTG
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Workload
Anomaly: Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; General Police / Security Involved
Contributing factors: Airport; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: Captain flying; First Officer monitoring. Flying the ILS Y Runway 02. Turned inbound on the localizer course and checked in with La Aurora Tower. Tower advised of a green laser on final. I could see it almost immediately. [Another] crew landed ahead of us and complained to tower about the laser and requested that police be notified; the crew also told us directly about it on the tower frequency. The laser beam could be seen moving in the scud layer ahead of us. The beam originated on the center-line close to the threshold. There is a substantial cliff at the threshold of Runway 02 and the laser beam originated somewhere close to; and beneath; the threshold. The laser operator was clearly attempting to interfere with the operation of the aircraft on approach and could concentrate the laser into the cockpit fairly consistently moving the beam back and forth; side to side across the flight path. The glide slope was out of service so the pilot flying was required to observe the PAPI to maintain a proper descent angle. The laser made this task somewhat difficult. We told tower after landing that the laser was a danger and reiterated the need for authorities to get out there and stop it. Tower indicated that authorities were being notified. I was monitoring pilot and was hit in the eyes several times. The Captain indicated that he was not hit in the eyes. I did not perceive any lasting effects of the laser in my eyes.




Synopsis: A Boeing 737 pilot reported being hit in the eyes by a laser while on final approach at a foreign airport. The preceding aircraft also reported a laser directed at them. The pilot was not injured; and the incident was reported to airport authorities.
Date: 201905
Local time of day: 1201-1800
Location: JFK.Airport, NY
Light: Daylight
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B JFK
ATC / advisory: Tower JFK
Second aircraft: B767 Undifferentiated or Other Model
Reporter organization: Government
Reporter function: Other / Unknown
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: Aircraft X inbound landing Runway 4R; followed immediately by Aircraft Y also landing Runway 4R. Very similar sounding call signs; including both being heavy aircraft. This creates a very unsafe situation; especially since both landing aircraft need to hold short of the inboard runway and one of the aircraft could have easily taken the crossing instruction for the other aircraft.Advise airlines of the situation so they might change accordingly.




Synopsis: JFK Tower Controller reported possible issues with similar sounding call sign aircraft on final.
Date: 201410
Local time of day: 1201-1800
Location: D10.TRACON, TX
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
ATC / advisory: TRACON D10
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Procedure

Narrative: On Debbb1 into DFW we had runway 13R in the FMS. ATC assigned runway 18L. We changed the approach only as has been done for 13 years but now need to change runway and approach. We were proceeding to Poppa when the aircraft should have turned to Phaup. ATC assigned us a vector. These arrivals are overly complicated and keep you heads down too much.Suggestions: Revise arrivals to a simpler format and educate crews on how to handle some of the changes that need to be made to programming the FMS.




Synopsis: EMB-145 Captain reported track deviation on approach to DFW; citing late ATC runway change as contributory.
Date: 202010
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Flight conditions: VMC
Aircraft: Cessna 402/402C/B379 Businessliner/Utiliner
Operator: Air Taxi
Operating under: Part 135
Mission: Passenger
Flight phase: Cruise
ATC / advisory: TRACON ZZZ
Aircraft component: Exterior Pax/Crew Door
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport
Contributing factors: Aircraft; Weather
Primary problem: Aircraft

Narrative: After taking off out of ZZZ; no door light illuminated. I proceeded to ZZZ1. Midway through my flight; I hit some light to moderate chop that made my rear passenger clam-shell door open. After the door opened; I slowed to 120 knots and radioed [Operations Control].  They confirmed for me to return to ZZZ.  After landing I proceeded to our fleet where I wrote the plane up.




Synopsis: C-402 pilot reported door opening in flight.
Date: 201808
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Human factors: Situational Awareness; Time Pressure; Training / Qualification
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 None Reported / Taken
Contributing factors: Aircraft; Environment - Non Weather Related; Staffing; Human Factors; Logbook Entry; Procedure
Primary problem: Staffing

Narrative: It [has] gotten to the point to where we as mechanics are starting to have a problem with these 'fumes' in the cabin/cockpit. It's giving us a harder workload with no manpower. We are stressing about trying to get the work done. We are not finding anything wrong with our planes. Some of us are getting scared to signing off these planes.




Synopsis: Maintenance Technician reported that fumes in the cabin has become a difficult issue to resolve.