elihoole/asrs-aviation-reports huggingface dataset:
Date: 202007
Local time of day: 1201-1800
Location: 39N.Airport, NJ
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Descent
Airspace: Class E ZNY
ATC / advisory: CTAF 122.72
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Commercial
Human factors: Situational Awareness; Time Pressure; Other / Unknown
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: I was conducting a personal flight introducing a couple of friends to GA (general aviation).  We did a few turns around a point near their houses and our town so they could see everything from above.  We then decided to head back to 39N at 2000 ft MSL for a full stop landing.  About 6nm S of 39N at 2000 ft MSL; at the last second; I saw a black object with flashing blue lights at our altitude and we were on a direct path with it.  My first sighting of the object (UAS) I would estimate it to be less than 300 ft in front of the nose.  I looked to be about the size of a large bird.  When I first saw the object; I performed an evasive climbing left turn to avoid it.  I believe if it wasn't for the sharp maneuver; this UAS would have hit the aircraft.  The aircraft I was flying is equipped with TCAS and this did not show up on it. Before flying; I checked the NOTAMS and nothing regarding UAS activity showed up.  After this incident I immediately checked 1800wxbreif's UAS operating areas for the time period this occurred and no NOTAMS where published for this area.  After the incident I warned other traffic on 39N's CTAF about the location of the incident.




Synopsis: Small aircraft pilot reported a NMAC with a UAV.
Date: 202007
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: FCC (Flight Control Computer)
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Time Pressure; Communication Breakdown; Training / Qualification; Workload; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: MEL; Incorrect / Not Installed / Unavailable Part; Aircraft; Manuals; Staffing; Procedure
Primary problem: Procedure

Narrative: Worked on Aircraft X. Aircraft X had previous Class 2 faults on ELAC (Elevator Aileron Computer) 2 that was placed on MEL at a previous station. Per the MIC 77XXXXX; ZZZ requested that ELAC 2 be replaced. I proceeded to replace ELAC 2; printed out aircraft maintenance manual reference and made sure that the part is effective for the aircraft. However; I was unaware that there was supplemental information in the aircraft maintenance manual; stating that software configuration checks need to match for ELAC 1 and 2. I replaced ELAC 2 with the knowledge that it is effective for the aircraft. I am not qualified; so I asked somebody else to perform the Cat 3 configuration test.I think the event occurred because the IPC (Illustrated Parts Catalog) is unclear on the software modification information. Also; the Supplemental information does not pop up when opening the manual for the R/R (Repair and Replace).Provide training for personnel about ELAC software compatibility. Make the information a Warning in RED letters so the individual can read and understand that the software configuration cannot be different between ELAC systems.




Synopsis: Technician reported installing incorrect ELAC due to manuals being unclear about software compatibility.
Date: 202012
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Second aircraft: Commercial Fixed Wing
Reporter organization: Air Carrier
Reporter function: Vehicle Driver
Human factors: Situational Awareness
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
When detected: Other Pushback
Result: Flight Crew Returned To Gate; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: After getting clearance to push from both Towers to the 'Y' I initiated the pushback. As soon as I started my turn into the taxiway the pilot notified me of a jet speeding in our direction. I immediately braked and pulled back toward the gate. The pilot stated again that we had the clearance and the jet should have stopped. It did not stop and sped right by.




Synopsis: Air carrier tug driver reported a near collision with another air carrier aircraft during pushback procedure.
Date: 201501
Local time of day: 0601-1200
Location: BNA.Airport, TN
Flight conditions: IMC
Weather elements / visibility: 3
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZTL
ATC / advisory: Center ZTL
Aircraft component: MCP
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: On descent on the SWFFT TWO Arrival into BNA; we were given a descent to FL350 from FL390. We did a cruise descent; selecting FL350 on the Cruise page. As the aircraft was leveling at FL350; Center gave us a further descent to FL300. MCP to FL300; but Altitude Intervention was not pushed. The aircraft leveled at FL350. About three minutes later; Center asked if we were descending; at which point the First Officer selected V/S and expedited to FL300.  There were no traffic conflicts. I need to verify not only the altitude but that the autopilot does what we are commanding and expecting. I was confident in my First Officer because he was doing such a good job.




Synopsis: B737-800 Captain reports being cleared to FL350 from FL390 then cleared to FL300 as the autopilot is leveling at FL350. The MCP altitude is reset to FL300 but the descent is not reinitiated and the aircraft remains at FL350 until queried by ATC.
Date: 201601
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Caravan Undifferentiated
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Turbine Engine
Reporter organization: Air Taxi
Reporter function: Pilot Flying; Captain
Human factors: Troubleshooting; Workload; Situational Awareness; Time Pressure
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Landed in Emergency Condition; Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were enroute today. Flight was pretty normal until about 100 miles outside our destination. Suddenly; we had a 300-400 ft-lbs loss in torque. We couldn't get it back; even with full power.  After taking with ATC this we noticed we were losing power at a rate of about 100 ft pounds a minute. Torque and Inlet Turbine Temperature (ITT) were gradually rolling back. We diverted immediately. At landing; we had only about 1000 pounds of torque at full power. One pilot flew it; the other worked the problem and coordinate the emergency. Time from start of power loss to landing was less than 3 minutes.  We believe we did all possible to act in the interest of our passenger safety. We successfully landed safely.




Synopsis: A C-208 engine torque suddenly decreased 300 - 400 pounds; then gradually decreased further as Inlet Turbine Temperature (ITT) increased. The flight diverted to a nearby airport and landed with 1;000 pound of torque at full power.
Date: 201406
Local time of day: 0601-1200
Location: D01.TRACON, CO
Flight conditions: VMC
Light: Dawn
Aircraft: Eclipse 500
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Descent
Airspace: Class E D01
ATC / advisory: TRACON D01
Aircraft component: Navigation Database
Component problem: Design
Reporter organization: Corporate
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Private
Human factors: Situational Awareness; Human-Machine Interface; Distraction; Confusion
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: I discovered yet another STAR (along with many SID's and approaches) that are incorrect in the commercially provided NAVDATA uploaded to the plane delivered via IS&S for all Eclipse 500/550 planes. Was told to descend via the DUNNN1 arrival. The DUNNN.DUNNN1 arrival loaded for Runway 17L simply terminates at XPATH [the waypoint at which the 'transitions' to land north or south split] and omits the following fixes to the west and north: XWILL; XMAAK; XYOUU; XRITE; XOUTT; XWNDO; and CRKDM. The FMS would go to XPATH and then head toward the airport into downwind traffic departing from APA.This is just one example. IS&S on their website lists all of the STARS/SIDS that are missing from the database with no timetable for resolution. They've been listed for a long time. It's time for someone from the FAA to investigate. These problems could be systemic. There is no indication that any strenuous error checking is in place before being shipped off to unsuspecting pilots.Note that the following 2 notices do not mention that APA is affected.Missing Runway Transitions on Arrivals from Databasehttp://www.innovative-ss.com/admin/Uploads/Database_Notice_DN1402.pdfMissing departures from Data Basehttp://www.innovative-ss.com/admin/Uploads/Database_Notice_DN1137_111109.pdfResponse from IS&S to another concerned pilot:'As you are aware we know of this issue and have submitted a fix to Jeppesen for the missing components.The issue was with our data cruncher tool used to create the Jeppesen databases for use on our system. The tool has been fixed and updated. The tool was submitted to Jeppesen for evaluation. The evaluation by Jeppesen must complete two successful releases in a row before they will [accept] the new tool. The trial began last month and we expect that the August release of chart databases will have the new fix and ALL the charts.'




Synopsis: An Eclipse EA50 pilot reported the FMS database doesn't display 'runway transition' waypoints beyond XPATH on the DUNNN RNAV STAR to APA.  He further states the lack of such nav data is a known and ongoing issue with the FMS supplied by IS&S which impacts a large number of airports and approaches. Document URLs provided by the reporter list the airports known to be affected but the lists did not include APA.
Date: 201812
Local time of day: 1801-2400
Location: LGA.Airport, NY
Flight conditions: VMC
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B LGA
ATC / advisory: Tower LGA
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Physiological - Other
Anomaly: Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Environment - Non Weather Related

Narrative: This is the most intense laser illumination event I have ever witnessed. It was; and is; a certain hazard to aviation/aviators.




Synopsis: A319 Captain reported being targeted by a laser on the Expressway Visual approach into LGA.
Date: 202101
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Twin Otter DHC-6
Operating under: Part 91
Flight plan: None
Mission: Skydiving
Flight phase: Initial Climb
Airspace: Class G ZZZ
Aircraft component: Exterior Pax/Crew Door
Component problem: Failed
Reporter organization: Corporate
Reporter function: Captain; Single Pilot
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Upon departing ZZZ to the south southeast for skydiving operations; I leveled the aircraft to maintain vertical separation from a cloud layer. After leveling the aircraft; I proceeded in the same direction towards an area of no cloud cover. I believe leveling/increasing speed of the aircraft while having the passenger window open in the cockpit; created unequal pressure and caused the sliding door to implode. I immediately reduced speed and began to change direction back towards ZZZ. The imploded door then exited the aircraft; striking the horizontal stabilizer and fell to the surface in pieces into what appeared to be a wooded area. After landing safely I proceeded to scout the area where the debris landed in another airplane. No debris; damage; gatherings or any activity regarding the incident were observed.




Synopsis: Pilot flying DHC-6 aircraft reported cabin door departed inflight.
Date: 202103
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Situational Awareness; Fatigue
Anomaly: No Specific Anomaly Occurred Unwanted Situation
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: Since COVID; these particular international schedules have been in a lot of flux. Most sequences; up until now; have been 'rockets' where we only get to rest a relatively short amount of time during the day after an all-night flight; and then fly back all night. I have written about this before; and this is to reiterate: these sequences are sub-optimal in terms of safety due to the limited rest. The threat on these sequences is NOT a virus; it's the cumulative fatigue after being up for two straight nights. There is no reason not to make ALL these flights have a longer sleep opportunity with a 30 plus hour layover.  Three times in the last 2 months we lined up for the wrong runway in ZZZ after the double all-nighter. Fortunately; someone caught the error before it was critical; but it is reflective of the fact that the three of us are sleep-deprived. In this aircraft category; you have an older pilot group to begin with. Give us the opportunity to get enough rest.Upon arrival in ZZZ; I was extremely tired; and felt my ability to monitor was degraded.Schedule all these international trips as longer layovers. It's a safety issue; pure and simple.




Synopsis: Air Carrier First Officer reported fatigue related concerns with the scheduling of particular international flights since the COVID-19 pandemic began.
Date: 201902
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Weather elements / visibility: Clear
Light: Night
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class D ZZZ
ATC / advisory: TRACON ZZZ; Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Communication Breakdown
Anomaly: Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: This event happened because I made a mistake and chose the incorrect altitude and descent method. I should have denied the visual approach clearance and remained on vectors for the LDA approach. I was familiar with this approach; even at night and had briefed it; but on this occasion I made a mistake and was not where I thought I was. I was pilot flying to ZZZ at night in VMC conditions. I was flying with a First Officer (FO) I had never flown with and we were being vectored to the LDA DME 29 at ZZZ. I'm not sure the last altitude we were given; maybe 13;000ft. Approach advised of the field location; and my FO called it in sight before I had actually seen it. Then they cleared us for the visual approach. I told him I did not see it and I was frustrated inside myself that he had called it without asking me but I continued towards ZZZZZ fix 12.1 DME from the airport. He then extended the final approach course line off of ZZZZZ which prompted me to verify my chart for the next altitude and asked him to set 7;700 for the altitude I needed to be at crossing the fix. I lost my awareness of my current distance to the fix and in reality 7;700 is the altitude after crossing ZZZZZ. I saw that I was high needed to get down quickly; so I looked at my terrain map and did not see any issues below me and looked outside below the nose of the aircraft and double checked. I began a quick descent probably 2;000 feet per minute or more and a little while later we heard the 'caution terrain' and I added power and climbed back up to about 13;000. Once over the valley and near the LDA we were given over to tower and I began a descent with s-turn and then visually aligned with the runway and VASIs to a landing on runway 29. Never allow other distractions; whether it be external (like ATC; terrain; weather); or internal (like crew; automation; or expectation bias) to keep you from doing things the way you are trained to do them. Look more carefully at altitudes on charts and verify them with each other before setting and executing them. Follow through with items as briefed even when other unexpected changes/circumstances arise.




Synopsis: EMB 145 Captain reported descending to an altitude restriction too early on a LDA DME approach.
Date: 202112
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Weather elements / visibility: Windshear
Aircraft: Do 328 TJ (Turbojet)
Operator: Air Carrier
Operating under: Part 135
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Landing
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Weather / Turbulence; Ground Excursion Runway; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: Other Landing
Result: Flight Crew Regained Aircraft Control
Contributing factors: Weather; Environment - Non Weather Related
Primary problem: Weather

Narrative: Upon stable approach and landing on centerline aircraft experienced a strong left crosswind which pushed the aircraft off to the right and off the runway momentarily.  Patchy ice is suspected to be a contributing factor. Aircraft control was reestablished and taxied to the FBO.


Second narrative: Upon stable approach and touchdown on centerline for Runway XX; aircraft experienced a stronger than reported left crosswind which temporarily pushed the aircraft off of the right side of the runway. Patchy ice is suspected to be a contributing factor. At that point in time control of the aircraft was re-established and taxied to the FBO.


Synopsis: Do 328 flight crew reported a runway excursion during landing rollout and cited a strong crosswind and patchy ice on the runway as contributing factors.
Date: 201706
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Cessna Citation Sovereign (C680)
Operator: Fractional
Operating under: Part 91
Mission: Personal
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: DC Battery
Component problem: Malfunctioning
Reporter organization: Fractional
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Landed As Precaution; General Maintenance Action
Contributing factors: Manuals; Aircraft
Primary problem: Aircraft

Narrative: Just after the gear was retracted we received CAS (Crew Alerting System) message Battery over Temp R and aural warning as well. The battery temperature was in red. We performed the former memory item and turned the R battery off. We then [elected to] return to the field. The landing was quick but uneventful. We parked on the taxiway and awaited the fire trucks. The battery temp decreased out of the red so we did not evacuate. The fire department used the infrared gun and found no obvious hot spot. Therefore; we continued to taxi back to the FBO and shut down with the fire trucks in tow. We deplaned the pax and the fire department did another inspection and found nothing urgent. Please put the Battery Overtemp CAS memory item in the AOM (Aircraft Operating Manual). I consider this a serious oversight. This is why they still give this scenario in the simulator. Watch videos as to what happens to batteries when they have a thermal runaway and you will understand the importance of this procedure! I worry about new pilots trained in the Sovereign not knowing this 'old' memory item procedure. I realize I'm 'only' an SIC (Second In Command) so my suggestion to training will probably fall on deaf ears! I just looked at the maintenance line and it shows the tech noted the battery is indeed hot and has ordered a new battery; so it DOES really happen!




Synopsis: CE-680 FO reported returning to departure airport after receiving a battery overtemp message shortly after takeoff.