elihoole/asrs-aviation-reports huggingface dataset:
Date: 202007
Aircraft: No Aircraft
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: No Specific Anomaly Occurred All Types
Detector: Person Flight Crew
Result: General None Reported / Taken
Contributing factors: Company Policy; Environment - Non Weather Related
Primary problem: Company Policy

Narrative: I recently completed my CQMV after having it rescheduled twice due to the Coronavirus precautions. I have not flown since mid April and am now on reserve. Since there are so many reserves and so little open flying on my fleet; I don't expect to receive a flying assignment for some time.I am concerned about the possibility of being paired with a First Officer who has been displaced from the left seat; receives one simulator session and two legs with an LCA and is then put on reserve with no requirement to consolidate the training. The very real possibility that both the Captain and the newly minted First Officer will have gone months without flying prior to their trip together. This situation gets even worse when the Captain has been bumped back to the type X Aircraft (which he has flown previously) from another Manufacturer X aircraft; received an abbreviated training event and very little; if any; time in the airplane with a LCA with no requirement to consolidate.It would seem that these scenarios would ring alarm bells on safety management model.How is a flight crew to mitigate the threat that this presents in the very likely event that they are assigned a trip where one or both pilots receive abbreviated training to their displaced position and subsequently go months without flying?




Synopsis: Air carrier Captain reported concerns with lack of flying and the possibility of being paired with a First Officer who has also not flown in months.
Date: 202106
Local time of day: 1201-1800
Location: SEA.Airport, WA
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp SEA
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While taxiing Aircraft X after landing; we were directed by ramp control from taxiway bravo northbound to abeam 66 blue line to gate.  Well after starting our turn east to the blue 66 square; a truck drove in front of us southbound on the service road not yielding.  The Captain had to apply brakes to avoid a collision.  Nothing else to add. Ensure ramp personnel comply with traffic procedures.




Synopsis: Air carrier First Officer reported a ramp vehicle on the service road crossing the taxiway did not yield to their aircraft.
Date: 201501
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: DC-10 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Taxi
Aircraft component: Horizontal Stabilizer
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: Other Post Flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Ambiguous

Narrative: Departed on a maintenance ferry flight with a cracked THS Tail Spar in our aircraft; no documentation.  We were informed by a mechanic on arrival that this was the reason for the input of this aircraft to this maintenance facility.  We were never told by anyone...prior to our first block out.  (Coincidentally; the first attempt to takeoff resulted in a rejected takeoff at 60 KIAS for severe aircraft shuddering later attributed to both nose tires being significantly out of round and having to be replaced before we departed).  We had thought this flight to be a routine input for periodic maintenance/inspection.The implications of this event as described are self-explanatory regarding the boxes checked above as causal.Proper documentation and notification to the crew would have been appropriate.  I also think a test flight crew should have been tasked with this flight.


Second narrative: [Report Narrative Contained No Additional Information].


Synopsis: An MD-11 flight crew was alarmed to learn after landing that they had ferried the aircraft to a maintenance base for repair of a 'THS Tail Spar' rather than routine inspections. They had not been advised of the structural discrepancy.
Date: 201712
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Parked; Cruise
Aircraft component: Pylon Fasteners & Latches
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Other Person
When detected: Routine Inspection
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After arriving at the hotel I received an email from [the] Duty Officer informing me that upon post-flight inspection of (the aircraft flown on my last flight) it was discovered that the #1 engine pylon aft mount was discovered missing. This was my first knowledge of the event. Apparently this is a TFOA; (Things Falling From Aircraft). We were not aware of the event until being notified by the Duty Officer.

Callback: The Reporter stated that it was only a small panel that came off the pylon; not the engine mount as stated in the report.

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


Synopsis: MD-11 flight crew reported that an engine pylon cover was found to be missing after arrival.
Date: 202110
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: B767 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Second reporter function: First Officer; Pilot Flying
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; General Physical Injury / Incapacitation
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Environment - Non Weather Related

Narrative: Passing FL350; smooth air; had a moderate jolt from wake turbulence from another aircraft.  Airplane rolled about 25 degrees right then back to the left.  Autopilot was on.  First Officer turned autopilot off to expedite climb toward FL370. Event lasted 2-3 seconds.  Flight Attendant in the back reported that she fell and hit her upper arm on the seat.  She said she was OK; but would ice it when she got a chance.  She continued her duties to ZZZ1.  No medical response required or asked for. Dispatch notified and maintenance report sent. Nearest aircraft about 20 miles away.


Second narrative: On climb out the ride was smooth. Climbing through approximately FL350 up to FL370 several rolling moments occurred both left and right. The autopilot was immediately disengaged and an increased climb rate was initiated. The ride immediately smoothed out and a normal level off occurred. A Flight Attendant in the rear of the aircraft notified us that she made contact with the plane. No other weather events occurred. After discussions with the Captain she noted she was okay to continue the flight. Reports were filed according to the FOM.  The nearest known aircraft was approximately 20 miles ahead and slightly higher.


Synopsis: B767 flight crew reported a minor injury to a Flight Attendant occurred during a wake turbulence event at FL350.
Date: 201508
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Beechcraft Single Piston Undifferentiated or Other Model
Operator: Personal
Flight plan: VFR
Mission: Training
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Second aircraft: B767 Undifferentiated or Other Model
Reporter organization: Personal
Reporter function: Single Pilot; Trainee
Reporter qualification: Flight Crew Student
Human factors: Communication Breakdown; Confusion; Situational Awareness
Anomaly: Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Became Reoriented; Flight Crew Took Evasive Action; General Flight Cancelled / Delayed
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While Holding short for a while at Runway 3 at A9 I received a clearance to line up and wait. I read back the line-up and wait clearance and taxied on to the runway. As I taxied on to the runway I somehow got the idea that I was cleared for take off; instead of line-up and wait. At the same time; a Boeing 767 was being cleared to cross the runway. When I aligned myself with the runway; I did see the Boeing 767 near the runway; but assumed it was holding short. I set take-off power and started the take-off roll. I still had visual contact with the Boeing 767 and saw that it was not holding short; but that it was crossing the runway. I aborted the take-off and notified the tower. The tower replied by saying that I was cleared to line-up and wait rather than take-off. I vacated the runway at A8 and contacted ground.




Synopsis: A Student Pilot in an single engine Beechcraft rejected a takeoff when he spotted a B-767 cross the runway downfield. He had been cleared to line up and wait but thought he had been cleared for takeoff.
Date: 202006
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Weather elements / visibility: Rain; Thunderstorm; Turbulence
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Airframe
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); 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: Air Traffic Control Provided Assistance; Air Traffic Control Issued New Clearance; Aircraft Aircraft Damaged; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Weather
Primary problem: Weather

Narrative: Climbing out of ZZZ; RWY XXR on the departure we were given vectors to avoid local weather. We were in light chop and almost moderate rain passing about 12000 ft. when we were struck by lightning just outside the FOs (First Officer's) side window accompanied by a white flash and a very loud boom. We requested a level off at 15000 ft. to assess our condition and were VMC almost immediately. We followed the QRC procedures and determined that all systems were operating normally so we continued to ZZZ1. Upon landing we conducted a post flight inspection and observed an apparent contact point over the R1 door and some dislodging of the decals at the base of the vertical stabilizer. Almost immediately after the strike the FAs (Flight Attendants) were calling about it as it was heard and seen throughout the cabin. FAs reported the deployment of O2 masks in the forward galley and the FWD lav. They also reported that several (all) of the lens caps for the lights/signs in the FWD galley and Entry way had been blown off. These were reseated without any further problems.




Synopsis: Air carrier Captain reported lighting strike during climb; resulting in internal and external damage.
Date: 201409
Local time of day: 0601-1200
Location: BVY.Airport, NH
Flight conditions: IMC
Light: Daylight
Aircraft: PC-12
Operator: Air Taxi
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Initial Approach
Airspace: Class D BVY
ATC / advisory: Tower BVY
Aircraft component: GPS & Other Satellite Navigation
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Commercial
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Diverted; Flight Crew Executed Go Around / Missed Approach
Contributing factors: ATC Equipment / Nav Facility / Buildings; Aircraft
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: [We] were repositioning to BVY. The weather was overcast 500' with adequate visibility. The approach in use at BVY was RNAV 34. Shortly after passing WUSUP (the FAF) inbound; the aircraft GPS lost all signal and we consequently executed a missed approach. Upon being handed off to Boston Approach; we were vectored to LWM VOR. During this time; I pulled up the GPS Status page to see that the unit wasn't communicating with any satellites. After approximately five minutes at 3000 feet; the unit started to receive signals and it came back online. After assuring we had RAIM [Receiver Autonomous Integrity Monitoring] a second time; we decided to try the approach again and encountered the same problem. For our third approach; we attempted the LOC 16 because I thought there was either a signal issue or something wrong with our GPS. We were unable to complete the approach due to low ceilings. After executing the missed approach for the LOC 16; I decided to return the aircraft to base unable to get into BVY and unaware of the GPS's issue. During these approaches; I did inquire to Tower about the GPS signal loss and asked if there were any other reports of a similar issue. Towers response was that we were the first to attempt the approach for the day. It wasn't until swapping airplanes that I learned of the GPS signal issues in the area. There were no NOTAMs to this effect. It should also be noted that after swapping airplanes; we did return to BVY and flew the RNAV 16 approach without issue. However; as we were exiting Runway 16 at Taxiway A; the GPS lost all signal.




Synopsis: PC12 Captain experiences the loss of GPS signal; inside the FAF; on two consecutive RNAV 34 approaches to BVY and the flight returns to the departure airport. Although no NOTAMs were in effect; the reporter learned of GPS signal issues in the area.
Date: 202103
Local time of day: 1801-2400
Aircraft: B737 MAX 8
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Aircraft component: Autopilot
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Altitude Overshoot; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Took Evasive Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After initiating descent in 'VNAV' using Descend Now function; out of FL390 the aircraft began to accelerate passing FL340. Speed was pulled to flight detent stopping acceleration at Mach .80 momentarily. The aircraft then rapidly accelerated to Mach .83 triggering the clacker. I disconnected autopilot and pitched to slow aircraft. Mach .78/290 [kts.] was pre-selected in descent profile. Descent winds were pre-programmed with a healthy tailwind margin. At time of the overspeed there was less than a ten knot tailwind component. This is a 737MAX aircraft. At the time of initial acceleration we were in VNAV; on speed; and on profile. At the time of overspeed we actually dipped below glide path before I disconnected the autopilot. Unknown cause. Suggest trend analysis and software evaluation to solve aircraft prioritizing glide path over airspeed limitations in VNAV descent mode.




Synopsis: B737 MAX pilot reported speed deviations during autopilot-controlled descent.
Date: 201407
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Rain; Windshear
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Situational Awareness; Time Pressure
Anomaly: Ground Event / Encounter Other / Unknown
Detector: Automation Air Traffic Control; Person Air Traffic Control
When detected: Other Takeoff roll
Result: Flight Crew Rejected Takeoff
Contributing factors: Environment - Non Weather Related; Weather
Primary problem: Weather

Narrative: Takeoff was delayed due to a weather cell approaching the airport. There was light rain. One aircraft had just executed a go-around due to glideslope issues. We waited until several aircraft had landed with no reports of windshear and an Airbus in front of us finally took off after a several minute delay. We were comfortable that this many aircraft had taken off with no issue and noted that the cell looked very small and there was only a light wind. During takeoff roll at around 60 KTS Tower announced a windshear alert. It was for Runway 11 but before I recognized that it was the other runway I elected to abort since we were still in the low speed regime. We taxied clear of the runway; ran the QRC and appropriate checklists; and taxied back for a second departure. Several aircraft departed without event while we were waiting after our first aborted takeoff. On the second takeoff; Tower once again announced a windshear alert. However this time we were in the high speed regime in a heavy airplane and I did not see any signs of windshear on the airspeed indicator. We elected to continue the takeoff and it was uneventful.In hindsight we could have delayed the second takeoff attempt; however many aircraft had departed in the time between our first abort and our takeoff. There was no way we could have predicted two windshear alerts from the Tower; one on each takeoff attempt. In the future I might be even more cautious departing when there are small buildups in the airport area; even though this would mean I would be the only aircraft delaying departure while dozens of aircraft depart successfully.




Synopsis: An EMB-145 flight crew rejected their first takeoff attempt when the Tower announced a windshear alert warning. After a delay and several subsequent departures by other aircraft they were once again cleared for takeoff and; once again; the Tower announced a windshear alert. This time they were already in the high speed regime and continued the takeoff which was uneventful.
Date: 201604
Local time of day: 1801-2400
Location: WHP.Airport, CA
Flight conditions: VMC
Light: Dusk
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Final Approach
Airspace: Class D WHP
ATC / advisory: Tower WHP
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Human factors: Distraction; Situational Awareness
Anomaly: Airspace Violation All Types; Conflict NMAC; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Procedure; Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: On short final to RWY 30 at WHP I had a near-miss with a drone traveling in opposite direction; directly on RWY centerline and glide path. Drone was multi-rotor; black; with a headlight. Did not have time for evasive action and evasive action would have been limited due to low AGL altitude and low airspeed. Reported it to tower.




Synopsis: A single engine aircraft pilot on short final to WHP Runway 30 reported a near miss with a UAV.
Date: 202009
Local time of day: 1801-2400
Location: ZZZ.TRACON, US
Flight conditions: VMC
Weather elements / visibility: night; 10
Light: Night
Aircraft: PA-32 Cherokee Six/Lance/Saratoga/6X
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Confusion; Troubleshooting; Situational Awareness; Time Pressure; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Inflight Shutdown; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: Shortly after takeoff at around 2;000 ft. the right wing tip tank ran out of fuel. The engine then quit. I tried the fuel pump magnetos mixture and throttle. I then squawked 7700 and advised ATC on 121.5. TRACON then contacted me on 121.5 with vectors back to my departure airport and I told them I was unable and landing on the beach. Shortly after that it occurred to me to switch the fuel tanks so I did and what felt like about 30 seconds later the engine roared back to life. I then climbed and proceeded direct to my destination and informed the controller of what I was doing. I landed safely and talked to the police and fire department that was already waiting for us on the ground.I think the contributing factors are earlier in the day was my first time flying this aircraft type in over a year. Another contributing factor is most of my recent time is in an aircraft which does not require fuel tank switching. And the last contributing factor in my opinion is that the fuel gauges were not lit. I believe if they were lit I would have seen them in my scan and noticed the low fuel in the right tip tank before it ran out.




Synopsis: Pilot reported that forgetting to switch fuel tanks resulted in a momentary loss of engine power; which was restored shortly after switching tanks.