elihoole/asrs-aviation-reports huggingface dataset:
Date: 201209
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: Marginal
Weather elements / visibility: 10
Light: Daylight
Aircraft: SR22
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Cruise
Airspace: Class D ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Situational Awareness; Training / Qualification
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Exited Penetrated Airspace; Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Human Factors; Weather
Primary problem: Weather

Narrative: Earlier in the day the ceilings were about 3;500 to 4;000 FT so I decided to make the return trip VFR with Flight Following and stay under the 3;000 FT floor of the Bravo [airspace] since that is what ATC would have me do had I filed.  All was well until I reached the shoreline.  I was at 2;700 FT and was cleared by Approach through the Class D at or above 2;500 FT; but had to stay below the Bravo at 3;000 FT.  As I reached land the ceiling descended to just about 2;700 or 2;800 FT; so I descended to 2;500 FT but that still put me through the base of the clouds.  Then ATC warned me about traffic ahead on a missed [approach] and suddenly I found myself trapped in and out of the clouds; unable to descend without busting the Delta airspace.  Meanwhile I could not see the traffic which was being called out by the traffic warning system as straight ahead. I was able to turn into clear weather away from the traffic but busted VFR minimums and descended into the top 100 feet of the Delta [airspace].  I should have monitored the ATIS while I was over the ocean and asked for a clearance when it was clear that I could not maintain VFR minimums or circled when the weather closed in and asked for a clearance.  Next time I will get the clearance first and cancel if the weather accommodates.




Synopsis: An SR-22 pilot on a VFR flight found himself between a cloud layer above and Class D airspace below and with unseen traffic ahead. Pilot was eventually able to reach VMC conditions; but not before violating the airspace and cloud clearance criteria.
Date: 202101
Location: ZZZ.TRACON, US
Flight conditions: VMC
Aircraft: B737-900
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Second reporter function: Pilot Flying; First Officer
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft RA; Automation Aircraft TA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Procedure
Primary problem: Procedure

Narrative: I wish to report a near mid-air collision.  We were operating Aircraft X; ZZZ-ZZZ1; on a 737-900ER. The FO (First Officer) was the PF (Pilot Flying). I was the PM (Pilot Monitoring). Our IFR clearance was [SID]. Upon takeoff clearance from Runway XXR; we were given a heading of 290 with a initial climb limit of 3;000 [feet]. We received no notification of any traffic that we should be looking for upon takeoff clearance or during our initial climbout. As we were climbing out and cleaning up the aircraft; we received a TA at out 1 to 2 o'clock and high. I stopped my PM duties to search for source of the TA. As I searched; we got the altitude alert for the level off. I found the aircraft. He was not moving in relationship to our direction of travel. I told the PF to stop his climb. As I was saying that; we received the RA. The PF lowered the nose the slow the climb; as he was doing that the TCAS annunciated 'monitor vertical speed.' I glanced at the MFD to see the aircraft was only +200 feet above us. I was still on the 5 mile range and the symbol was inside the 2.5 mile tick mark at our 1 o'clock. The PF executed the RA escape maneuver to comply with the RA. I then told ZZZ Departure that I had the GA aircraft in sight; as we still hadn't been given any traffic alerts. The TCAS announced 'clear of conflict' and we resumed the climb uneventfully.


Second narrative: Aircraft X; ZZZ-ZZZ1 I was the PF (Pilot Flying). Our clearance was [SID]...off Runway XXR heading of 290 with a initial climb limit of 3;000 [feet]. We received a TA at about 2;200 [feet]. There was an aircraft approximately 2;500 feet. No notification from ATC about the traffic. TCAS told us monitor our vertical speed which I did. I performed an RA escape maneuver and TCAS said clear of conflict. We notified approach about the traffic and TCAS RA. It seemed as if there was something going on at ZZZ or surrounding airport with an emergency at the time...rest of the trip was without incident.


Synopsis: B737-900 flight crew reported taking evasive action after receiving a TA and RA.
Date: 201209
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Jet/Long Ranger/206
Operator: Air Taxi
Operating under: Part 135
Mission: Passenger
Flight phase: Parked
Aircraft component: Gearbox
Reporter organization: Air Carrier
Reporter function: Lead Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Maintenance
When detected: Routine Inspection
Result: General Maintenance Action
Contributing factors: Human Factors; Manuals; Procedure; Chart Or Publication
Primary problem: Manuals

Narrative: Aircraft was on a public relations [demonstration] assignment. Pilot reported slight transmission oil seepage on the transmission deck. Aircraft departed the event; arrived at home base. On inspection; I found that the Magnetic Chip Plug was sheered off at its base. The internal check valve was still in place; preventing further transmission oil seepage. The part that sheered is installed at overhaul with a low torque of 75'- 125' inch-pounds and is not removed at any inspection. It appears to me that it was installed without a torque wrench. It requires a 3/4' socket to install. I had to use an adapter to get my 1/4' inch torque wrench on this socket. This torque is in the Bell Maintenance Overhaul Manuals. But it needs to be highlighted for emphasis because it is such low torque.

Callback: Reporter stated he is a Field Mechanic and has found two other helicopters with their Magnetic Chip Detector plug housing sheared-off flush with the Main Gearbox (MGB) transmission housing. The Chip Detector housing is threaded into the MGB; that's why the detector did not fall out. He found the sheared-off part still hanging from the lanyard that was attached to the MGB. Reporter stated their Rolls Royce (R/R) Overhaul and Line Maintenance Manuals (M/M) are all electronic. The Engine Manufacturer (MFG) had revised the reduced torque requirements in their R/R Overhaul Shop Manuals for the Chip Detector plug on the R/R 206L-3; but had not done the same for their 206L-1 model engines. Currently; their Overhaul Shop has been using a letter from the MFG allowing mechanics to deviate from the R/R 206L-1 Overhaul Manual to apply reduced torque when installing the Chip Detector housing.



Synopsis: A Line Mechanic found a Magnetic Chip Detector plug housing sheared-off flush with the Main Gearbox (MGB) transmission housing on a Bell 206L-1 helicopter. He had previously found two other Bell 206L-1 MGBs with the same condition.
Date: 201411
Local time of day: 1201-1800
Location: EMT.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Passenger
Flight phase: Cruise
Airspace: Class B LAX; Class D EMT
ATC / advisory: TRACON SCT; Tower EMT
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Confusion; Time Pressure; Situational Awareness; Distraction; Communication Breakdown
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action; Flight Crew Returned To Clearance
Contributing factors: Airspace Structure; Human Factors; Procedure
Primary problem: Procedure

Narrative: Departed CNO.  Requested flight following prior to takeoff; was given beacon code.  VFR route of flight was direct EMT ; then direct SMO at a cruise of 2500 MSL.  After takeoff; CNO tower switched me to SoCal who switched me to EMT tower as I entered their airspace.  This is where the trouble started.  I've been flying in the system for 10 years; with much of that time in constant communication with ATC.  I have never encountered a more monotone; fast speaking controller than I did on the tower frequency at EMT that afternoon.  If I were a student pilot; I would have been extremely flustered and confused.  I don't believe it was even a matter of having an extraordinary amount of aircraft in her airspace as there was plenty of idle time in between transmissions.  In a nutshell; as what happens often with VFR pilots; she forgot about me and failed to hand me off to another SoCal frequency as I left EMT Class D.  When I inquired; she simply told me to squawk VFR.  At that time; I told her I was on flight following with a beacon code and requested the next frequency.  She came back just as I was about to input the frequency from a chart.  All the while; I descended from 2500 to 2300MSL to avoid busting LAX Class Bravo bottom of 2500MSL.  I don't believe I busted the LAX Class Bravo airspace; but I am well aware and take many precautions to avoid any instances of being close.  I would just like to EMT tower controller to be made aware of her very fast speech while on frequency.




Synopsis: Pilot reports of possibly violating LAX Class Bravo.
Date: 201310
Local time of day: 1801-2400
Light: Night
Aircraft: B737-500
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Nose Gear Wheel
Reporter organization: Contracted Service
Reporter function: Technician
Human factors: Time Pressure
Second reporter function: Technician
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
When detected: Other Paperwork Audit
Result: General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was closing a package for an aircraft before the shift started. The aircraft was en route to the gate as I was checking the package. I reviewed the paperwork; parts tags; and tally sheet. It was later discovered in paperwork audit that the tags for the nose landing gear tire replacement was [for 2 different subfleet types]. I had signed the Lead/Supervisor block on these tags and did not notice that they were for two different aircraft types. I also did not catch the different part numbers on the tags or paperwork. I also signed the Lead/Supervisor block on the tally sheet. The aircraft was grounded [at the next station] and Contract Maintenance was called to [install 2 new tires with the proper effectivity] on the nose gear.


Second narrative: [Another Mechanic] and I were working a stabilizer trim problem and [other work]. Earlier in the night; we had changed a main tire. The Supervisor came by and said we needed to change the nose landing gear tires. [The other Mechanic] went to get more paperwork for the stabilizer trim problem; I went to get the nose tire cart. I accomplished changing the tires and filling out the paperwork. We continued work on the stabilizer trim issue. We then moved the aircraft to the hangar.


Synopsis: A Maintenance Technician and Supervisor did not notice that the part number tags for the 2 nose landing gear wheels were different upon installation.
Date: 201208
Local time of day: 0001-0600
Location: DCA.Airport, DC
Aircraft: MD-83
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class E PCT
ATC / advisory: TRACON PCT
Aircraft component: FMS/FMC
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Human Factors; Aircraft; Procedure; Chart Or Publication
Primary problem: Ambiguous

Narrative: Descending via the TRUPS RNAV Arrival I missed the crossing restriction at SUPRT. According to the GPS we were going to make it just fine; but then the GPS seemed to re-compute the distance to the point and suddenly we were high by about 300 FT. We had a good 30 KT+ tailwind which didn't help things. My opinion is this arrival is not designed well. There are way too many altitude crossings and we spent way too long with our heads down in the cockpit trying to make sure we met all the restrictions. I don't think this arrival will be feasible in the winter with a much stronger tailwind. We had a hard enough time with one in the 30s. The GPS should also be programmed to put us at the bottom of each [crossing altitude window] instead of the top; which is what it was doing with us.




Synopsis: An MD-80 flight crew failed to comply with the altitude restriction at SUPRT waypoint on the TRUPS RNAV STAR to DCA. The reporter cited excessive complexity of the arrival as the primary causative factor.
Date: 202012
Local time of day: 1201-1800
Location: MTJ.Airport, CO
Flight conditions: VMC
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
ATC / advisory: CTAF MTJ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: It was an uncontrolled airfield; visual approach; left traffic to Runway 17. Daylight calm winds and ceiling and visibility unlimited. Terrain factors were discussed on our briefing. We built the escape maneuver on the secondary flight plan. On the UNICOM frequency we were aware of a (Air Carrier) jet that was north of the field landing south on 17. They decided to slow so we could go first. We made a shorter approach than usual and while turning towards the final approach fix and putting out flaps 3; we descended away from the terrain as it sloped down hill and we got a terrain warning and reacted appropriately. We were very aware of the terrain and were completely surprised that the GPWS sounded off. We continued the approach and landed normally.We should have just extended our downwind leg and went number 2 to the runway.Maybe a little better understanding of the normal traffic patterns on the company pages.




Synopsis: Air carrier Captain reported GPWS alert during approach to land to MTJ airport.
Date: 202001
Local time of day: 1801-2400
Location: MDW.Airport, IL
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class C MDW
ATC / advisory: TRACON C90; Tower MDW
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Workload
Anomaly: ATC Issue All Types
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure
Primary problem: Procedure

Narrative: I am writing this report to bring attention to the second departure frequency out of MDW last night. It is a safety issue to give us two frequency changes below 3;000 feet on departure out of MDW.We were in a heavy [aircraft] doing a full power; flaps 25; bleeds off takeoff off of 22L. These takeoffs are known to have very high climb rates; so the intermediate level-off of 3;000 feet approaches fast. At 1;000 feet; we're instructed to contact Departure on 128.2. Simultaneously; I switch frequencies and retract flaps as commanded by the pilot flying. Upon checking in with 128.2; he instructs us to climb and maintain 4;000 feet and subsequently contact 126.62. I dial in 4;000 feet and continue to retract flaps while monitoring a level-off from a climb rate of over 2;000 FPM. At this point; my head turns down to the radio to dial the new Departure frequency in. I check in and they tell us to climb and maintain 12;000 feet. I dial in 12;000 feet; confirm it; reset the autobrake and gear lever; then reconfigure the bleeds. This entire process happens in less than two minutes.




Synopsis: Air Carrier First Officer reported that the use of multiple departure frequencies at  MDW airport resulted in an increased workload during a critical phase of flight.
Date: 201603
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Weather elements / visibility: 10
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Final Approach
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Second aircraft: PA-28R Cherokee Arrow All Series
Reporter organization: Personal
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I contacted Approach and was told to fly a north heading and also to expect a mid-field left downwind wind for runway XYL. Approximately two miles from the airport I was told to contact the tower. Tower cleared me for a left downwind for [Runway] XYL informed me we were number two in the pattern following an Arrow. We were told to descend to pattern altitude. I also informed Tower that I didn't have my traffic in sight. At that time the Arrow crossed in front of me from left to right. It was approximately 500 feet in front of me and 350 feet below me. I estimate that the Arrow was at 1;000 feet MSL; and we were 1;350 feet MSL.




Synopsis: The pilot of a C-172 reported a near-mid-air-collision during descent to pattern altitude while looking for traffic called out by ATC.
Date: 202111
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Aircraft: Widebody; Low Wing; 2 Turbojet Eng
Operator: Corporate
Flight plan: IFR
Mission: Test Flight / Demonstration
Flight phase: Cruise
Airspace: Class D ZZZ; Class E ZZZ1
ATC / advisory: TRACON ZZZ
Second aircraft: Beechcraft Twin Turboprop or Jet Undifferentiated or Other Model
Reporter organization: Government
Reporter function: Approach; Instructor
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Training / Qualification
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Procedure; Human Factors; Environment - Non Weather Related
Primary problem: Human Factors

Narrative: Training in progress on Approach; Arrival; and Departure in the TRACON with a stand-alone supervisor. Aircraft X had just completed a test approach to Runway XX with climb out instructions to fly heading 090 and climb to 3;000 for radar vectors to the RNAV Runway XY approach. At the same time Aircraft Y was inbound for Runway XY on a visual approach. The trainee attempted to vector Aircraft X north; behind Aircraft Y; toward ZZZZZ for the approach and was unaware of the 4;000 MVA he was turning Aircraft X into.I attempted to turn Aircraft X left to a heading of 310 to avoid the MVA and attempted to climb them to 4;000. Aircraft X did not make the turn in time and entered the 4;000 MVA at 3;000 by approximately 1 mile; Aircraft X was not vectored again until they reached 4;000. My technique in this situation is to always vector aircraft for RNAV approaches at 4000 in case they come close to the 4;000 MVA. I explained this to the trainee and they will do the same in the future.




Synopsis: TRACON Instructor reported an aircraft entered a MVA at a lower than required altitude.
Date: 201908
Local time of day: 1201-1800
Location: DEN.Airport, CO
Aircraft: Medium Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Situational Awareness; Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Dispatch
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Operations delayed flight without Dispatcher contact. Flight was delayed in [company 1] system but never in [company 2] system. Previous tail did a gate return; but a swap was available.




Synopsis: Dispatcher reported being out of the loop when an aircraft was delayed.