elihoole/asrs-aviation-reports huggingface dataset:
Date: 201901
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Landing
Aircraft component: Main Gear Wheel
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Not Flying; Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: The student was conducting his first night cross-country. We flew to ZZZ and conducted a normal landing. The landing was smooth and on centerline with no side loading. Upon landing we conducted our rollout and applied full power and were able to depart from ZZZ. On the way back; the student did a practice diversion into ZZZ1. We entered the pattern and planned to conduct a full-stop taxi back on Runway XX. Student conducted an excellent landing; smooth and on centerline; and no excessive braking. On the rollout; student began to drift aircraft towards the left and seemed to have trouble maintain centerline. I called out 'my controls' and took control of the aircraft to get back on centerline. I began to apply right rudder and was unable to correct for the drift and regain centerline. I realized that we would be unable to correct; so I made the decision to get the aircraft off the runway in case any aircraft may try to land. I placed the aircraft just passed the numbers (1) in the grass. At that point; I asked the student to look and see if there is any problem on his main gear. He said yes and the tire is flat; I added power and full right rudder to attempt to get back on the runway. I was unable and knew the problem was not a flat tire. We shut down the aircraft and I inspected the tire. I found the tire was displaced from the wheel well. Upon determining that there was no immediate solution I called Dispatch for assistance.In the future; I will check the tires before each landing in order to ensure they are in place and not flat. I will continue to land softly and ensure no unnecessary or unequal braking is applied during landing.




Synopsis: C172 flight instructor reported a loss of aircraft control on landing rollout resulted in a runway excursion.
Date: 201509
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: DC Battery
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Approximately 30 minutes after takeoff; we had a Level 1 alert: 'BAT DISCHARGING'. QRH guidance read to land at nearest suitable airport. We were 45 miles from [nearest suitable airport]. We contacted [maintenance]. Informed Center and landed. No emergency [situation]. No fuel was dumped. We did not land overweight.Spend more resources to repair issues which; if they reoccur; require a landing at the nearest suitable airport.




Synopsis: MD-11 Captain reported receiving a message 'BAT DISCHARGING' that triggered a diversion to the nearest suitable airport.
Date: 201909
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Lead Technician
Human factors: Training / Qualification
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Routine Inspection
Result: General Maintenance Action
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Human Factors

Narrative: While jacking Aircraft X to complete tasks [A] and [B] during visit; noted that the NLG (Nose Landing Gear) did not go to the centered position. I was able to move the NLG tires from right of center to left of center and back; but it had a lot of resistance to do it. It would not 'lock' to the centered position while fully extended on jacks.Jacked A/C to complete another task and noted that the NLG did not center with the A/C on jacks.We removed the sliding member from the NLG and found that the fluid was clear and fresh. While removing the sliding unit it was noted that the 2 pins ([Maintenance Manual 32-20-04; Fig 5; item 95; PN MS51838-107) were not installed. Disassembled lower sliding unit and found the 2 lock pins not installed. Did some research and found the NLG strut was repacked on [Day X]. The A/C came into ZZZ on [Day X+16] as a RON (Remain Overnight). We installed the pins and reinstalled the sliding member; serviced and ops check of the centering was good.The repack job cards step address installing these pins. Appears to be a failure to follow procedures.




Synopsis: Maintenance Technician reported Maintenance Procedure on Nose landing Gear on CRJ-200 was not performed correctly.
Date: 202008
Local time of day: 0001-0600
Location: ZZZ.TRACON, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Workload; Situational Awareness
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Automation Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Environment - Non Weather Related

Narrative: ZZZ Center was closed due to COVID decontamination on a midnight shift.  We were here to work the airspace during the closure.  Our airspace is delegated 10;000 feet and below.I received two flight plans for the two aircraft en-route from ZZZ1 Approach. The assigned altitudes were both 10;000 feet.  When the targets appeared on my scope; they were at 12;000 feet.  I called ZZZ2 Approach and coordinated 12;000 feet so the aircraft would not have to descend back down.  They approved the coordination.  I then called ZZZ1 and told them to leave the Aircraft at 12;000 feet; but in the system at 10;000 feet so the flight plan would stay in my airspace.The communication was not entirely clear that the airspace was closed prior to working the abnormal midnight shift.




Synopsis: TRACON Controller reported an airspace violation occurred after rearranging altitudes in the ATC system to accommodate arriving aircraft in his sector due to another ATC site closing for COVID-19 sanitation.
Date: 202011
Local time of day: 1201-1800
Location: MMU.Airport, NJ
Flight conditions: VMC
Light: Daylight
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Fractional
Flight plan: IFR
Flight phase: Initial Approach
Airspace: Class D MMU
ATC / advisory: TRACON N90; Tower MMU
Reporter organization: Fractional
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Chart Or Publication
Primary problem: Chart Or Publication

Narrative: Crew briefed the Visual Approach backed up by the ILS RWY 23. The Jeppesen 11-1 chart; dated 13 NOV 20; depicts a PAPI on the left side of the runway. Crew did not see a PAPI during the approach; and Air Traffic Control confirmed there has never been a PAPI installed on either RWY 23 or RWY 05. [Cause was] incorrect charting. Although this event was Day-VMC; the charting error could seriously mislead a crew at night; particularly if the ILS or GS is inoperative on RWY 23 and the crew is expecting a visual glide path.




Synopsis: Flight crew reported a chart showed PAPI installed at an MMU airport runway. When crew questioned ATC; ATC advised no PAPI has ever been installed at this runway.
Date: 201305
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: PA-44 Seminole/Turbo Seminole
Operator: FBO
Operating under: Other 141
Flight plan: IFR
Mission: Training
Flight phase: Initial Climb
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Squat Switch
Component problem: Malfunctioning
Reporter organization: FBO
Reporter function: Pilot Flying; Instructor
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Multiengine; Flight Crew Instrument
Second reporter function: Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Departure Airport; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: [We] taxied to the runway for departure. When out of usable runway; my student selected gear up. The gear did not appear to move and there was no low-frequency noise of the gear pump.  The gear indicator lights continued to show green down and locked.  The 'gear unsafe' light illuminated; indicating a disagreement between the position of the gear selector and the gear itself.... I took the controls and selected gear down and then attempted to bring the gear back up.  There was no movement of the gear this time either....  I told Tower that we were having a problem with our gear and we were going to need to stay in the pattern to troubleshoot.  My biggest worry was that either on the initial selection of 'gear up' or my second attempt we had unlocked the gear and it would collapse when we touched down.  I knew we had three green lights (indicating that the gear was down and locked) but I wasn't willing to trust them completely - the gear system had already let us down once. We did an initial flyby of the Tower so that they could check our gear and then orbited east of the field while we spoke to Maintenance on the ground.  After discussion; they asked us to do another flyby but felt that that it would be safe to attempt a landing.... I requested that Tower get the trucks rolling and we performed our flyby.... The landing was uneventful. The gear stayed locked. We taxied back to our maintenance hangar and my student and I debriefed.  Maintenance determined that the squat switch had been improperly installed and the aircraft thought it was still on the ground even after takeoff.  At no time was the gear ever unsafe - it was fully down and locked the entire time.


Second narrative: Narrative 2 contains no additional information.


Synopsis: PA44 Student Pilot raised the gear handle on takeoff; but the gear remained down with three down and locked indications. Instructor Pilot took control of the aircraft; lowered the gear handle and; after a fly-by for visual verification; landed without incident.
Date: 202104
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Ramp
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
When detected: Pre-flight; Routine Inspection
Result: Aircraft Equipment Problem Dissipated; General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Shipment X going to ZZZ in container X was found with one package with an Excepted Quantity" label; but was not declared on the MAWB (Master Airway Bill). This is a violation of Dangerous Goods Regulations. 'Dangerous Goods in Excepted Quantity' must be shown in the "Nature and Quantity" portion of the MAWB."




Synopsis: Air carrier ground personnel reported a Hazmat procedural violation regarding missing required information on MAWB.
Date: 201308
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 190/195 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Fuel Quantity-Pressure Indication
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Fuel Issue
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Climbing through 3;500 FT the landing gear and flaps were retracted and the After Takeoff Checklist was complete. The First Officer selected Climb 1 Thrust and announced doing so; I acknowledged. Shortly after as the autopilot accelerated the aircraft to 250 KTS; the ICAS message 'FUEL 2 LO LEVEL' appeared. The First Officer was assigned to continue flying the aircraft and to operate radio communications while I read aloud the QRH Procedure. I sent several ACARS messages to Dispatch informing him of the situation. The ICAS message (FUEL 2 LO LEVEL) was no longer indicated; there were no indications of any abnormalities on any aircraft systems. We continued on route and advised Dispatch that we considered the ICAS FUEL Warning to be erroneous; and of our intention to land at ZZZ; our nearest suitable airport at that time. Dispatch concurred. We requested expeditious routing and Emergency Equipment standing by. The flight attendants were briefed of the status and to plan a normal landing. We suspect the warning was erroneous; this aircraft has a history of erroneous indications /warnings; however; we chose to deal with the situation as if there was an actual low fuel issue to be extra cautious.Given the numerous erroneous indications/warnings associated with this aircraft; I suggest that all the electronics be thoroughly inspected for faults.




Synopsis: After evaluating the receipt of a FUEL 2 LO warning light aboard an EMB-190 with a history of erroneous warnings; the flight crew opted to divert to the nearest suitable airport despite the history.
Date: 202003
Aircraft: No Aircraft
Reporter organization: Air Carrier
Reporter function: Other / Unknown; Other / Unknown
Human factors: Confusion
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Other Person
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Company Policy; Human Factors; Procedure
Primary problem: Company Policy

Narrative: There are no available safety masks for us to use. Respirators are unavailable as well. There are no cleaning products available. Our stock has been sent to other stations leaving us with none and at stores; window employees are wearing respirators in front of their computer. Why is our health and safety not a concern? Yet the group is quick to point out vest or seatbelt infractions. These items should be readily available at all times. This needs to be resolved immediately.




Synopsis: Reporter was concerned that there weren't safety masks or respirators available for use.
Date: 201904
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Student
Human factors: Situational Awareness; Training / Qualification
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: During the visual approach; I used right aileron and left rudder to correct for the right cross wind component. The right main tire touched down first then the left. After touching down; I felt the plane was unstable. I continued to pull back the yoke to decrease airspeed and triple checked power was idle. Aircraft began to skid to the right off the runway into the sand. More left rudder may have been one way to fix the issue to get back onto center line to prevent skidding to the right.




Synopsis: Student Pilot reported a runway excursion occurred after losing directional control on the landing roll.
Date: 201705
Local time of day: 0601-1200
Location: 98D.Airport, SD
Flight conditions: VMC
Weather elements / visibility: 30
Light: Daylight
Aircraft: Single Engine Turboprop Undifferentiated
Operator: Corporate
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E ZMP
ATC / advisory: Center ZMP
Reporter organization: Corporate
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Commercial
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Altitude Excursion From Assigned Altitude; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Human Factors; Environment - Non Weather Related
Primary problem: Human Factors

Narrative: Approaching the Onida airport ATC gave me a descent down to 4000 feet; from cruise. 15 miles from the airport I called the field in sight 3 times on the center frequency with no response. I then called out on 121.5 3 times; again with no response from ATC. I switched to advisory and began my visual approach; keeping 121.5 in standby to listen on. As I descended through 3000 feet on final ATC came up on guard advising me of a low altitude alert and to contact them on 125.1; which was not the frequency I had been assigned. I broke off the approach and contacted them. They asked what my intentions were and I stated I have the field and sight and would like to conduct the visual. They cleared me for the approach and I completed the approach.




Synopsis: Corporate pilot reported receiving a low altitude alert from ATC over Guard frequency while on a visual approach to 98D airport.
Date: 201210
Local time of day: 0601-1200
Location: ATL.Airport, GA
Flight conditions: VMC
Weather elements / visibility: 30
Light: Daylight
Aircraft: MD-88
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ATL
ATC / advisory: TRACON A80
Aircraft component: FMS/FMC
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Engineer
Human factors: Human-Machine Interface; Situational Awareness; Training / Qualification
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Returned To Clearance; Flight Crew Became Reoriented; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: On HONIE 8 arrival as we checked in with ATL TRACON we were informed that ILS PRM approaches were now in use (not stated on the ATIS) and we were given a runway change. As pilot flying I re-programmed the FMS - I made all of the changes and pushed enter - while waiting for the FMS (Note: the FMS is slow on the MD88 when making changes) to re-compute we passed the fix on the arrival and the FMS went into heading hold as the fix was now behind us. I went into heading select and turned to maintain the STAR; while I re-programmed the FMS to proceed direct to the next fix - the FMS took what I thought a longer than normal time to process and I pointed this out to the First Officer who then had us go direct to the next fix using his MCDU. The FMS re-calculated and we proceeded direct to the next fix. During all of this we drifted right of course as we were right over LGC. ATC asked if we were joining the arrival. I am not sure how far right of course we were; but I do not believe we were significantly off course. There was no conflict with other traffic. I am new on the aircraft and my familiarity with FMS operation is still developing. In the future I will wait to make changes if I see I will be close on a fix given the MD88 slow processing speed.




Synopsis: An MD-88 Captain; new to the airplane; had difficulty programming the FMS for a change in their arrival clearance to ATL and a track deviation resulted.
Date: 201906
Local time of day: 1801-2400
Location: ZZZ.Airport, CA
Light: Night
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
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; Communication Breakdown
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Passing approximately 16;000 feet; ZZZ Center asked if we were climbing. We answered 'Yes; climbing via the ZZZZZ 4 SID; with top altitude FL230.' ZZZ Center asked if we were given 14;000 feet as our top altitude. We answered 'No.' Flight continued normally. After further conversation between pilots; the Pilot Monitoring realized that the initial clearance was to climb via except maintain 14;000 feet. Pilot Monitoring incorrectly set 23;000 feet on the MCP after VNAV was selected during climb. 23;000 feet is the top altitude as published on the ZZZZZ 4 SID. PF did not correct the error. On subsequent check in with ZZZ Approach and ZZZ Center; the Pilot Monitoring said we were 'climbing via'; not 'climbing via to 14;000 feet.' ATC did not correct or question; until separate transmission from ZZZ Center passing 16;000 feet as stated.




Synopsis: B737-700 Captain reported a miscommunication resulted in them overshooting a cleared altitude departing.