elihoole/asrs-aviation-reports huggingface dataset:
Date: 201701
Local time of day: 0001-0600
Location: EWR.Airport, NJ
Flight conditions: IMC
Weather elements / visibility: 10
Light: Dawn
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: General Flight Cancelled / Delayed; General Release Refused / Aircraft Not Accepted
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: It had snowed overnight and was snowing at push time with visibility at five miles or greater. This equated to light snow on the Deice Chart. The aircraft had been deiced overnight but with snow continuing to fall we needed to be deiced again at push to establish a holdover time for taxi out and the aircraft fuselage was covered with snow anyway. We established contact with Iceman and asked for one step deicing. Current temperature and weather gave us 20 minutes holdover time which the FO and I agreed should be sufficient for departure. The aircraft was deiced and Iceman said the aircraft was free of contaminants. The Push Crew got on the headset and told us the fuselage was still covered in snow. We again contacted Iceman and told him the Push Crew still saw snow and we needed it removed. He deiced the aircraft again and once again stated the aircraft was free of contaminants. The Tug Driver again got on the headset and said there was still snow on the fuselage of the aircraft. I asked him to get the Supervisor (who was the Iceman) and discuss the problem. They had what appeared to be (to us) a heated conversation. After this the Tug Driver/Wingman got in the deice truck and deiced the aircraft again. We referenced the ground deice manual on the way to verify the fuselage needed to be deiced prior to departure. As a side note; I did notice another Company aircraft taxi out with snow on the fuselage.  I feel that everyone needs to be in agreement that the aircraft is clean before we leave the gate. The Tug Driver should be commended for bringing this to our attention. He could be the one that breaks the error chain that leads to an incident. Had we ignored him this time; he may not speak up next time.Appears to be improper training on deice procedures. Perhaps more training for Ground and Flight Crews would be appropriate. Instead of just publishing the winter ops manual and distributing it.




Synopsis: B737 Captain reported being deiced three times at the gate before the snow and ice was finally removed from the top of the fuselage. The tug driver informed the Captain that the job was not completed two times. The deice crew apparently believed that snow and ice did not need to be removed from the fuselage.
Date: 202201
Local time of day: 0001-0600
Location: RNO.Tower, NV
Flight conditions: VMC
Aircraft: Medium Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C RNO
ATC / advisory: Tower RNO
Aircraft component: Radio Altimeter
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Workload; Confusion; Distraction; Human-Machine Interface; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Environment - Non Weather Related; Software and Automation; Aircraft
Primary problem: Ambiguous

Narrative: We were visual with the runway and flying the ILS Z 16R; after Glideslope intercept; the Localizer course in the HUD started to flutter from side to side but never lost signal. At approximately 200 ft. the Radio altimeter in the HUD also blinked a few times; but never lost signal. All altitude call outs were normal; 100; 50; 40; 30 20 10 ft. I did not write up anything in the AML; but did contact Tower to relay what we experienced to see if they were having any issues with the ILS. At no time did I feel the approach was unstable or not safe because we were VFR with the runway. However; given the 5G issues; If we were flying a CAT III approach I would have executed a GO AROUND because the ILS signal did appear slightly unstable. This is a hard event to describe because no instrument failures or equipment failures occurred. It just wasn't normal! The ILS signal appeared slightly unstable; but reliable. Again we were VFR so continued the approach.  The fluttering from side to side was no more then 2 degrees. A better word to describe the fluttering maybe vibrating from side to side in a rapid motion all the time staying within the localizer course. The blinking of the Radio Altimeter was also rapid and less then a second between and only happened a couple of times. First Officer as far as I can recall did not notice anything on the Dual Cue or the PFD. Only in the HUD. It just wasn't normal. No real suggestions because I cannot point to an instrument or signal failure. It just wasn't normal. But at no time was it unsafe.




Synopsis: Air Carrier Captain reported the Radio Altimeter display on their Heads Up Display blinked and they received an unstable ILS signal while on approach.
Date: 201808
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Weather
Primary problem: Weather

Narrative: Once again WSI came to our rescue. The weather [to] PVR was exploding to put it mildly. Thunderstorms easily cresting 50;000 feet were encountered the entire way to PVR. If we had not had the assist from WSI; inflight; near real-time; we could have encountered severe weather and its related issues. In a convective environment; WSI (and its God's eye view especially of the radar picture) is invaluable! WiFi and its ability to connect to WSI should be an absolute go/no go system when potential for severe weather exists. It's too important!Weather coverage over Mexico is limited to say the least. Using satellite data from WSI (although not as good as radar) was extremely helpful. I don't know what can be done to improve the weather radar coverage over Mexico. Electric aircraft (fly by wire with computerized commands REQUIRED for flight) do not react well with lightning/electrical storms. Avoidance is paramount.




Synopsis: A319 Captain reported the availability of WSI weather information was invaluable in thunderstorm avoidance on a route in Mexican airspace.
Date: 202112
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Caravan 208B
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Airspace: Class C ZZZ3
ATC / advisory: TRACON ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Contracted Service
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Clearance
Result: Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Enroute to ZZZ1 from ZZZ started to experience power surges on the engine when I was in the cruise phase of flight. Without manipulation of the power control lever the engine would surge from about 900 foot pounds of torque up to 1800 foot pounds of torque. The power surges were continuous and could not be controlled with the control power lever. When I landed I still had 600 foot pounds of torque at an idle power setting and landed the aircraft safely at 120 kts with 10 degrees of flaps.Unknown. Maintenance is still looking into the matter and trying to figure out what the cause of the power surges. Director of safety is looking at the video footage of the flight.My reaction was to trouble shoot the situation. When the power surges were consistent; I decided to divert back to ZZZ. At that point I did not declare an emergency as I was still trouble shooting by manipulating the power control lever and seeing how the engine would react. While enroute to ZZZ I inquired to ATC about the weather at the field as I remembered the field went IFR after I departed. Sure enough the field was IFR and I did not want to try to shoot an ILS while dealing with a loss of control of power management. At that point I decided it was the right thing to advise ATC as I could not control the power surges of the engine and divert to ZZZ2 where it was clear VFR weather with calm winds. ATC asked which runway I would like. I picked Runway XX since I was on a westerly heading and had the field in sight and the winds were calm. I did land the aircraft at a higher than normal landing speed but was still able to land safely with using about half of the runway.




Synopsis: C-208B Captain reported engine surges resulted in diversion to VFR airport.
Date: 201704
Local time of day: 0601-1200
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Light: Daylight
Aircraft: B767 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Oxygen System/Crew
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Maintenance Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: While conducting our cockpit preflight of the crew oxygen system we observed a drop from approximately 1700 PSI to 160 PSI. Upon notifying maintenance it was discovered that the crew oxygen valve had been turned nearly completely off. We had flown this same aircraft to ZZZZ three days prior from ZZZ and the O2 had tested properly before departure. ZZZZ Maintenance had not serviced the system upon our arrival. The airplane then returned to ZZZ prior to returning to ZZZZ for today's flight. So I conclude that the servicing error had happened in ZZZ. This is the third instance of this exact scenario that I have discovered while pre-flighting B767 aircraft during approximately the past 5 months; and the prior two instances also took place in ZZZ. Anecdotally my First Officer on today's flight told me that another captain had recently told him the same thing happened on his flight departing from ZZZ.Considering I have flown a relatively small sample of flights from ZZZ during the past 5 months; such a high number of instances of this error is especially alarming and I think needs some high level attention. It is likely that it is happening on other flights if it has happened on 3 of mine. Clearly if not detected during pilot pre-flight it presents a huge safety threat. Two maintenance techs have now told me that their procedure when servicing crew O2 is to open the valve fully; then turn it back a small amount. It appears in my three instances that they did the exact opposite--turning it fully off then barely cracking it open; as the O2 levels did return slowly to normal after depleting during the test.




Synopsis: B767 Captain reported that during preflight the crew oxygen system did not test properly; and the oxygen bottle valve was found to not be fully opened.
Date: 201509
Local time of day: 1201-1800
Location: LAS.Airport, NV
Light: Daylight
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B LAS
ATC / advisory: Tower LAS
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Confusion; Communication Breakdown; Distraction
Anomaly: ATC Issue All Types; Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft TA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Procedure; Airport
Primary problem: Procedure

Narrative: We were cleared for the RNAV Visual Approach to Runway 19R at LAS. Everything was normal; and at about 500 ft AGL; we received a TCAS Traffic Alert. We were fully configured at the time; and the First Officer then saw two helicopters (flying very close to each other) just to the right of our flight path; about 200 feet lower than we were. I initiated a go-around; and we told Tower of the TCAS event. We were never informed by ATC of any traffic at all during any phase of the approach. We then received vectors to an uneventful landing on 25L.




Synopsis: Large transport flight crew were cleared for an RNAV Visual Approach. They were fully configured; but at about 500 ft AGL they received a TCAS Traffic Alert. They observed two helicopters flying close to each other and about 200 feet lower than them. They executed a missed approach and returned for an uneventful landing.
Date: 201409
Local time of day: 1201-1800
Location: ZDV.ARTCC, CO
Flight conditions: VMC
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZDV
ATC / advisory: Center ZDV
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Conflict NMAC; Inflight Event / Encounter Object
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure
Primary problem: Procedure

Narrative: Near FQF 270 Radial at 20 DME; FL360; level cruise flight; passed approximately 100 feet from right wing what appeared to be a weather balloon equipped with a 100-150 feet payload tether; payload orange in color.  Reported to Denver Center.  They stated previously unreported.




Synopsis: Air carrier First Officer reports a NMAC with a weather balloon at FL360 near Denver.
Date: 201909
Local time of day: 0001-0600
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Flight plan: IFR
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Human-Machine Interface; Situational Awareness; Time Pressure; Workload
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Dispatch
Result: General None Reported / Taken
Contributing factors: Company Policy; Equipment / Tooling; Human Factors; Procedure
Primary problem: Company Policy

Narrative: At XA00 local time; Chief Dispatchers sent out a message to the floor stating IT needed to do an unscheduled outage from XB00-XB45L for ACARS and SABRE FPM This outage was not made known to us nor did we have a [notice] about this outage. The Chiefs were walking around asking if anyone still needed SABRE and I did. I was in the process of finishing an airborne reroute and trying to get numbers to my flight that was scheduled to depart at XG15z during the outage. I told the Chiefs I was not ready; but it was too late; the IT department once again took down SABRE FPM without getting the OK from the Chief Dispatchers. This happens all too frequently. IT does not care; they just take systems down when they want without getting OK from the Chiefs on the midnight shift. Eventually one day we are going to have an incident because of IT's carelessness. Furthermore; I have a few flights en route that will need possible help around some weather and I have lost ACARS. I am pretty sure that as a result of an earlier report regarding outages; we were supposed to have [notice] for outages.




Synopsis: Dispatcher reported losing equipment due to an unscheduled IT repair.
Date: 201205
Local time of day: 1801-2400
Location: MSP.Airport, MN
Flight conditions: VMC
Light: Night
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B MSP
ATC / advisory: Tower MSP
Aircraft component: Attitude Indicator(Gyro/Horizon/ADI)
Component problem: Design; Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Human-Machine Interface; Confusion; Workload
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action; Flight Crew Became Reoriented
Contributing factors: Aircraft; Airport
Primary problem: Aircraft

Narrative: First Officer was the pilot flying; I was the pilot not flying. Immediately after rotation we had a single chime accompanied by an 'EFIS COMP MON' caution message. We had taken off Runway 30R; and been given an instruction to fly heading 315. As I was assessing the situation; I saw that the First Officer was turning left to the position of the heading bug on his PFD. My heading bug showed; and logic informed me; that we needed to turn right for a heading of 315. At this point I requested and was given control of the aircraft from the First Officer; as my instrumentation seemed to be correct. We continued to receive a number of heading changes and altitude assignments in a short period of time; so it took a while to verify the proper heading by cross-checking all instruments including the compass. Once on an FMS course; we were able to correct the malfunction; and aircraft control was transferred back to the First Officer. ATC never queried our heading; and we were too busy trying to verify the instrumentation while complying with heading and altitude changes; to inform ATC of the malfunction. Once on course; the flight continued normally. This caution message occurs frequently while operating on the ground in MSP. However; this was the worst error I have seen to date. The time it took to correct was lengthened by the number of additional heading changes we received in a short time period after takeoff. While I think mandating that all takeoffs from MSP be performed in 'DG' mode would be an overreaction; it would probably have prevented the problem. Otherwise; I don't see how we could have avoided this occurrence.




Synopsis: A CRJ200 departed MSP Runway 30R and at rotation CAS alerted EFIS COMP MON; which the crew corrected enroute.
Date: 202007
Local time of day: 1201-1800
Aircraft: EMB ERJ 170/175 ER/LR
Flight phase: Landing
Aircraft component: Cockpit Door
Component problem: Malfunctioning
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Security
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: FD (Flight Deck) door became jammed when CA (Captain) came out to use the lav & would not open. CA had me remove the pin from the inside; he had to rip the door open to gain access to FD. We propped door up in the opening & to ensure it stayed in place for landing I took the beverage 1/2 cart; placed it sideways; with brake on; against the door. The CA was aware & agreed with this decision. We landed safely & without incident.




Synopsis: E170 flight crew reported Flight Deck door malfunctioning in flight.
Date: 201503
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Seaplane or Amphibian
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: Other landing roll
Result: Aircraft Aircraft Damaged
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I started the engine of a Searey LSA Amphib; picked up the ATIS; asked for my taxi clearance and requested touch and go in the sealane. I was issued a squawk code and cleared to taxi to the runup area. After runup; I contacted ground and was instructed to contact tower which I did. The Tower cleared me for takeoff; left traffic. I took off made left traffic; and was cleared for the option; sealane south. I prepared for and made a normal approach to landing on the sealane. As I was expecting to touchdown on the water; the airplane flipped over and water came in on me. I removed my harness; pushed the hatch back and swam out. Some men on the side of the sealane asked me if anyone else was in the plane. I told them no.  Inadvertently and unintentionally; I did not consult a checklist prior to configuring the aircraft for approach.  After the mishap; the aircraft was floating upside down.  The landing gear were extended.  It is likely I did not raise the landing gear before making a water landing.  As a result of this situation; I have resolved to utilize appropriate checklists no matter the simplicity of or my familiarity with any aircraft. It doesn't take that long and the consequences of failure to do so are potentially serious.




Synopsis: Searey LSA Amphib pilot reported landing on the water with the gear down; causing the aircraft to flip over onto its back.