elihoole/asrs-aviation-reports huggingface dataset:
Date: 201708
Aircraft: B787 Dreamliner Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
ATC / advisory: Tower ZZZ
Aircraft component: Microphone
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: I just want to make B787 pilots aware that the placement of the hand mic on the steering tiller is not appropriate. I was making a turn off the runway after landing and found the hand mic wedged into the tiller on the Captain's side. This is a convenient location for some pilots to place the mic while in cruise. As I used the boom mic upon taking my duty station for landing; I did not notice the placement of the hand mic until after landing. I have had this happen two times; the second time I noticed it prior to landing. Please advise pilots that this is not an appropriate location for storing the hand mic. The normal stowage for the hand mic is just below the tiller and creates no issues.




Synopsis: B787 Captain reported the use of the steering tiller by some pilots as a convenient place to store the hand mic in cruise. If not removed prior to landing it can jam the tiller.
Date: 201909
Local time of day: 1201-1800
Location: ZZZZ.Airport, US
Aircraft: B737-900
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Aircraft component: Speedbrake/Spoiler
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Other / Unknown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Chart Or Publication; MEL; Procedure
Primary problem: MEL

Narrative: Auto Speed Brake Inoperative. MEL says to reference 'Performance Handbook' for corrections. Upon reference Performance Handbook; all corrections have been deleted and no longer exist. Unable now to comply with MEL. A section of the Performance Handbook referencing takeoff with auto speed brake has been removed with no directions on what to do. The Company has failed to ensure that the required documents are made available for the safe operations of the aircraft. This is not the only place where information has been deleted from the Performance Handbook and the reference directing you to it still exists in the MEL.The company should immediately go through the MEL and look for all references of the Performance Handbook. They should then determine where the information that is being indicated and restore it to the Performance Handbook so that pilots can safely operate the aircraft.




Synopsis: B737 Captain reported performance correction for MEL no longer exist in Performance Handbook.
Date: 202009
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Nosewheel Steering
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Private
Human factors: Workload; Time Pressure; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: Other landing rollout
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: As I finish my descent checklist and approached to ZZZ from the East 20 NM out I got my ATIS; called ZZZ tower and reported my position. I was instructed to enter the left downwind for runway XX. As I entered the left downwind and completed my before landing checklist I called the tower to let them know my position and I was clear to land. Abeam the numbers I began configuring my flaps after I slow down to my white arc. On base I selected my second notch of flaps and slow to 80 kts; on final I configured to flaps landing and I maintained my final approach speed. On final I stay on my center line; followed the PAPI and crossing the threshold I kept my airspeed about 70 kts began my flare and landed. It wasn't until my mains touched down and the nosewheel was on the ground and on the centerline that I felt a pulled to the left. I corrected to the right to no avail. The nosewheel did not steer to the right. As the airplane slowed down it continue to pull me to the left while I attempted to correct but there was no response on the airplane's nosewheel. The aircraft's left main gear and nosewheel went off the runway. I proceeded to do my shutdown checklist followed by a call to ZZZ Tower to informed them of the event. The tower sent a vehicle to pick us up. I called the tower on the telephone number as requested to provide my information.




Synopsis: Pilot reported the nose gear steering became inoperative on landing; resulting in a runway excursion.
Date: 202112
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Super King Air 200
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Powerplant Lubrication System
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Loss of right engine oil pressure and inflight shutdown. Priority handling was requested and uneventful landing.




Synopsis: BE-200 pilot reported a loss of engine oil pressure inflight.
Date: 201304
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Light: Night
Aircraft: DC-10 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Generator Drive
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Captain; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation
When detected: Other Takeoff roll
Result: Flight Crew Rejected Takeoff; Flight Crew Returned To Gate; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Initially cleared for takeoff and while taxiing onto runway got the alert. Taxied clear and attempted to evaluate the alert but it had cleared. Communicated with Tower our intentions and said we may need to return to line. On Second attempt for takeoff after being unable to duplicate the issue; power was run up and takeoff roll begun. At 20 KTS alert returned and we rejected. [We] taxied clear and returned to line for Maintenance to address intermittent problem. Brakes did not exceed 100 degrees. CSD needed 4-5 quarts oil.


Second narrative: We were taxiing for takeoff and were cleared so entered the runway. As we were doing so; the Gen Drive 2 Fault alert came on. We told Tower we needed to taxi clear to work an issue. After we cleared the runway and got out the QRH; the fault extinguished. We both decided it was safe to continue so told Tower we were ready for another try. The same fault came on; but this time it was at about 20 KTS as First Officer was setting power. We rejected and taxied back to the gate for proper maintenance action.


Synopsis: DC10 flight crew experiences a Gen Drive 2 Fault upon taking the runway and taxiing clear the fault disappears. On the next attempt the fault returns and the takeoff is rejected at 20 KTS and the crew returns to the line for maintenance. CSD was low on oil.
Date: 201808
Local time of day: 0601-1200
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Light: Daylight
Aircraft: A330
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural MEL / CDL
Detector: Person Flight Crew
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: MEL
Primary problem: MEL

Narrative: Aircraft arrived with (4) MELs. Two critical MELs; SATCOM inoperative and Number 2 ENG BLEED inoperative. The Number 2 ENG bleed was put on MEL. With SATCOM inoperative and without medical personnel on board; the FA (Flight Attendant) would be unable to contact the ON CALL medical personnel to help with medical support for a passenger or other crew-member. This would require an immediate divert to the alternate airport.Dispatching an aircraft over the North Atlantic with an inoperative bleed is criminal and incredibly stupid. Failure of the other bleed would require an emergency descent and immediate diversion to the alternate airport. Besides the potential of injury to the passengers and crew; this would create a very stressful work environment for the flight deck which would degrade the level of safety.The company is putting band-aids on aircraft to circumvent labor issues with maintenance personnel. The company needs to STOP flying aircraft in these conditions. Speaking for myself; it's the last time I'll accept an aircraft with MELs that degrade the safety of my passengers and crew.




Synopsis: A330 Captain reported that the aircraft was dispatched with MELs that compromised the safety of the passengers and crew.
Date: 201303
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Learjet 31
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Inverter
Component problem: Failed
Reporter organization: Corporate
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Landed As Precaution; Flight Crew Diverted; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We had just leveled off at our cruising altitude of 33;000 FT. Our filed altitude was 41;000 but because the winds were better at 33;000 for improved fuel burn and shorter flight time we elected to make 33;000 our final cruising altitude. We requested the change of cruising altitude to ATC and it was approved. After leveling at cruise (33;000) and completing the cruise checklist both inverters failed and we lost all primary flight instruments. We notified ATC immediately we had a problem. They gave us a descent to 27;000. I was instructed to begin the abnormal checklist for an inverter failure while the Captain flew the aircraft and began communicating with ATC. After completing the abnormal procedure for inverter failure it was clear that we could not get either inverter back online. We notified ATC that we had a problem with our inverters and were unable to navigate accurately. After deliberating with the Captain and checking the weather we determined that ZZZ was the best suitable airport to divert to; as it had maintenance facilities. We were in complete VMC conditions and in positive control of the aircraft and the safety of flight were never in question. Due to both inverters failing and losing primary flight instruments and navigation capability we requested ATC for vectors direct to our diversion airport which was granted. We remained VMC for the duration of the diversion and landed without incident. ATC performed admirably and professionally during the entire procedure.


Second narrative: [Narrative #2 contained no additional information.]


Synopsis: LJ31 flight crew experiences a dual inverter failure at FL330 rendering all primary flight instruments inoperative. With ATC assistance; the crew elects to divert to a suitable airport for maintenance.
Date: 201412
Local time of day: 0601-1200
Location: ZLA.ARTCC, CA
Flight conditions: IMC
Weather elements / visibility: Turbulence; Icing
Aircraft: Caravan 208B
Operator: Air Taxi
Operating under: Part 135
Flight phase: Cruise
Airspace: Class E ZLA
ATC / advisory: Center ZLA
Aircraft component: Pitot/Static Ice System
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Pilot Flying; Single Pilot
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Weather; Human Factors
Primary problem: Aircraft

Narrative: Altitude deviation; few miles south of LHS VOR on V459 at 10;000 feet. IMC with light icing condition. Airspeed indicator showed slow decrease from 135 KIAS. I checked that pitot heat switch was on position and wing boots clear the ice. I thought that ice was over and or under the wing. As the airspeed indicator approached 110; I requested 9;000 feet to ATC. ATC said 'stand by'. Airspeed indicator kept decreasing. Airspeed approached 100; I reported 'unable to maintain 10;000' and lowered the pitch [to] gain airspeed. But airspeed did not increase; then I tried to recycle pitot heat switch. Few second later airspeed showed normal; and I climbed back to 10;000. I deviated 800 feet.Cause:1. Pitot/Static heat switch did not work properly.  2. I did not check other side of instruments (lack of scan). 3. When I requested 9;000; I should say why (due to icing etc.) 4. When I started to descend; I should declare emergency.




Synopsis: C-208 pilot reported deviating from assigned altitude when he experienced abnormal airspeed indications while in icing conditions; pitot/static heat switch problem was suspected to be a factor.
Date: 202008
Local time of day: 0001-0600
Location: ZZZZ.Airport, FO
Flight conditions: IMC
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Fatigue
Anomaly: No Specific Anomaly Occurred All Types
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Company Policy
Primary problem: Company Policy

Narrative: The issue is what happens [in the late afternoon between flights at an international terminal]. Required to stay on the plane while passengers disembark. About an hour with constant PA announcements. Then we are placed on an inter-terminal bus. Neither clean nor comfortable. This lasted just over 2 hours. We had to change buses once because the AC didn't work on the first bus. (NO CHANCE FOR ANY REST AT ALL!) Allowed back on the plane to perform pre-flight duties. Already on the back side of the clock and put in deplorable conditions without even a facility to use for personal hygiene/bodily functions. (NO REST ROOMS!) Fighting bad weather on the return [flight] made this a very frustrating and possibly dangerous situation. We both felt very fatigued during the return flight. There has to be a better way. Both of us passed out on the ride back to the hotel. (I almost never sleep on a bus.)




Synopsis: Air carrier Captain reported experiencing extreme fatigue on a two-leg international assignment.
Date: 201903
Location: ZZZ.Airport, US
Aircraft: No Aircraft
Operator: Air Carrier
Reporter organization: Air Carrier
Reporter function: Airport Personnel
Human factors: Confusion; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Security; Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
Result: General None Reported / Taken
Contributing factors: Company Policy; Human Factors
Primary problem: Company Policy

Narrative: Management was advised that Customer Service employees did not feel safe in their break room; offices; and locker room because of the employees of [company].  Employees of [company] all had unescorted access to these areas. To access these areas you have to have the code for the cipher locks. When Management was told that Customer Service employees did not feel safe in these areas due to the access of the vendor his response was why; they pass a background check to get badged. He was told of specific incidents between Customer Service and [company]. They still did not think there was an issue.  It is a revolving door of employees with [company] and we no longer know who they all are.  Some [company] employees have also resigned or have been fired.  The cipher lock code did get changed and the code was not to be given out and [company] was not to be in these areas. Months later everyone at [company] has the code and come and go as they please through the break room and offices. There is SSI (Security Sensitive Information) in these areas that is not locked in any cabinets.  One of the doors with a cipher lock is approximately 6 inches from the public water fountain. If anyone is at the water fountain they can see what the code is.  Cipher locks are not secure locks in public areas. With more workplace violence and active shooters; management needs to do more to ensure the safety of its employees. [Airport Management] was also advised of this issue during the summer and nothing has been done.




Synopsis: Ground personnel reported carelessness with door codes; allowing unauthorized personnel access to secure areas.
Date: 201308
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Citation V/Ultra/Encore (C560)
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Parked
ATC / advisory: Ramp ZZZ
Aircraft component: Air Conditioning Compressor
Component problem: Failed; Malfunctioning
Reporter organization: Fractional
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure
Second reporter function: Pilot Flying; Captain
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Pre-flight
Result: Flight Crew Took Evasive Action; General Declared Emergency; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During first flight of the day preflight the aircraft was powered using a GPU. All required systems were then powered up including the air conditioner. During the preflight walk around the Captain noticed a strange odor coming from the rear baggage compartment area. The Captain notified the First Officer of the odor and asked for help in identifying where the odor was coming from. Upon inspection it was found that the AC compressor was sparking with smoke beginning to flow from the unit. The air conditioner was immediately turned off at which time it caught fire. The cockpit halon fire extinguisher was then used to put the fire out and the Fire Department was called. The Fire Department arrived and determined the fire was indeed extinguished and remained on site until the AC unit cooled.


Second narrative: During preflight; GPU and AC on; I observed sparks emanating from AC unit while inspecting aft equipment bay. The sparks were faint; so I asked my partner to have a look as well. While he was observing the AC unit; I began to see smoke developing from the lower vent area. I ran to turn the AC unit off. According to my partner; it was then that flames erupted from the AC. As I was returning to the rear of the plane; my partner yelled to me that we had a fire. I immediately returned to the cockpit to secure the fire extinguisher. He met me at the wingtip and took the extinguisher to the fire. He suppressed the fire and I instructed ground personnel to call fire rescue. GPU and Battery power were removed from aircraft. The firefighters arrived on scene and utilizing thermal imaging equipment determined that no fire threat remained. I notified the on duty Assistant Chief Pilot and advised him of the situation. I conferred with Maintenance personnel on the details of the subsequent write up and they agreed that the wording covered the episode and any necessary maintenance which might be required.

Second callback: The Reporter had no additional information.

Synopsis: A Citation 560 air conditioning compressor caught fire during preflight on ground power at the gate; the flight crew extinguished the fire using the aircraft's walk around halon bottle.