elihoole/asrs-aviation-reports huggingface dataset:
Date: 201304
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Night
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
ATC / advisory: Ramp ZZZ
Reporter organization: Air Carrier
Reporter function: Technician
Human factors: Distraction; Situational Awareness; Training / Qualification
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Aircraft In Service At Gate
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Chart Or Publication; Procedure
Primary problem: Procedure

Narrative: I was working on the crew oxygen bottle servicing. My golf cart was parked just outside the forward cargo pit door facing aft and away from the plane. My cordless drill containment box was on top for my golf card. I came out of the forward cargo pit and was getting ready to head back to the shop for another crew oxygen bottle. I locked up my cordless box and removed it from the top of the golf cart. I tossed it on to the right seat; it hit the forward edge bounced off over my tool bag I had on the floor of the card and wedged itself between the electric gas pedal and the bag. Although the cart is equipped with a safety brake it is automatically released if you push the gas pedal. The cart lunged forward at full speed 8-14 feet and hit the lower outer surface of the Number 2 engine inlet. I was on the outside of the cart and could not hold it back. I pushed the golf cart back saw the damage and called my Lead and had him and my Supervisor come out with the camera. We took pictures took the aircraft to the hangar removed the inlet performed condition inspection as instructed by MPM and changed out the engine inlet of the Number 2 engine. The aircraft was flying the next morning. I am very sorry this happened!




Synopsis: A maintenance golf car struck a B737-800 engine inlet after the Mechanic dropped his cordless drill on the seat; it then bounced off only to be wedged on the gas pedal which started the engine and released the brake.
Date: 201211
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Nosewheel Steering
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Upon departure while the gear was being raised; the nose gear made a loud noise and caused a vibration followed by a 'STEERING INOPERABLE' caution message.  After leaving 10;000 feet MSL we ran the 'Steering Inoperable' QRH checklist and the message cleared.  We continued on to destination airport.  We were cleared for the visual.  I called for gear down and Flaps 30.  Upon the gear reaching full extension; we received the 'STEERING INOPERABLE' caution message.  I had the First Officer run the 'Steering Inoperable' QRH checklist.  The result this time was that the message persisted.  We elected to go-around; and ask for a long downwind to deal with the issue.  We contacted the Company and had everyone included in the situation.  After talking with Dispatch and Maintenance; we talked with ATC and declared an emergency.  We requested [the long runway] and were cleared for the visual.  We then landed and were able to exit the runway.  We tried to reset the nose wheel steering on the ground with no positive results.  We then coordinated with Company and were towed in.  The passengers were included in everything that was taking place.  The Flight Attendant advised me that everyone was OK and happy to be kept abreast.  The only threat that may have existed would have been that we chose to run the 'Steering Inoperable' QRH checklist inside the marker.  We were attempting to solve the problem so we wouldn't have to go around.  We were unsuccessful so we went around.  In the future; I would go around before attempting to resolve the problem.  This would allow us to work on things at a more relaxed pace.




Synopsis: CRJ-200 Captain reports a loud noise and vibration from the nose gear as it is being raised after takeoff.  A 'STEERING INOPERABLE' caution is annunciated and is cleared using QRH procedures.  During approach at the destination airport; the caution reappears when the gear is extended and cannot be cleared.  A go-around is initiated followed by an uneventful landing with a tow to the gate.
Date: 202106
Local time of day: 1201-1800
Location: CHA.Tower, TN
Flight conditions: VMC
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C CHA
ATC / advisory: Tower CHA
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Situational Awareness; Time Pressure; Workload
Anomaly: ATC Issue All Types; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Flight Crew Overrode Automation; Flight Crew Became Reoriented
Contributing factors: Human Factors; Procedure; Software and Automation
Primary problem: Human Factors

Narrative: We were cleared for the Visual Approach. The FO (First Officer) was PF (Pilot Flying) and briefed a visual backed up with the ILS. ATC brought us in on a 4 mile final from a left base which was inside the final approach fix on intercepting the final/Localizer we were slightly low but as it was a visual I told him he was a little low but I let him continue since we were stable and spooled up just below the Glideslope. At about 800 ft. the FO was still descending and we got a Glideslope aural Emergency Ground Proximity Warning (EGPWS) to which he stated correcting and he leveled off to get back on profile. We continued to a landing.I noticed he was low and called it out and then the EGPWS called it out as well. [The] cause was the First Officer misjudged his height and continued descending. I assumed he would correct expediently but he only shallowed his descent rate slightly. The Pilot Flying took corrective action. I'll be more assertive next time and suggest the FO go outside the final approach fix while doing the visual so he has time and isn't rushed.




Synopsis: An Air Carrier Captain reported ATC vectored them inside the Final Approach Fix and cleared them for a Visual Approach. The First Officer descended early below the glideslope and the aircraft received a Ground Proximity Warning but continued to a successful landing.
Date: 201303
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Reporter organization: Government
Reporter function: Ground
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Training / Qualification; Confusion
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Weather; Airport; Procedure
Primary problem: Procedure

Narrative: Rain had stopped about 30 minutes prior to the event. [Flight X] was instructed to taxi via Taxiway 'J' and hold short of Runway XX. The aircraft started rapidly increasing speed. Instead of staying directly on the taxiway lines to maneuver onto Taxiway 'J;' the aircraft cut zig-zag corners in what I thought would be an effort to join Taxiway 'J' southbound. The aircraft never made the right turn southbound on Taxiway 'J.' Instead it appeared to be heading directly for the Runway YY hold short line at Taxiway 'M.' I recognized the rapidly evolving situation and was only able to key the microphone and repeat '[Flight X] STOP. [Flight X] STOP. [Flight X] STOP.' The aircraft stopped; realized that they hadn't turned south on 'J' and proceeded without any further problems.




Synopsis: Ground Controller observing an Air Carrier taxiing at high speed and cutting taxiway corners; issued a 'stop' instruction when the aircraft missed a turn and was about to enter the active runway.
Date: 201311
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Aircraft: B767-300 and 300 ER
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: Electrical Power
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Attendant
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During climb out the cabin crew called to let us know that the galley power was not working. Upon reviewing EICAS and the electrical system there were no unusual indications. However one CB labeled BAT BUS DISTR located on P6-1 panel bottom forward position closest to the First Officer's seat and kit bag was open. In order to determine what was controlled by the breaker we contacted Maintenance Control. They advised the CB controlled quite a number of items including ALT GEAR; RAT; GEN DISCONNECT; and more. Since the list contained several safeties of flight items we decided to attempt one reset of the CB. After resetting the breaker all systems returned to normal and we continued to monitor the situation. In addition we contacted Dispatch and informed them of our action and the flight continuing to our destination.It was quite possible that the CB may have accidentally been pulled or bumped by [the] First Officer seat belt.


Second narrative: [No additional information was included in the secondary narrative].


Synopsis: When a Flight Attendant advised they had no galley power on the B767-300ER the flight crew investigated and found the BAT BUS DISTR circuit breaker near the First Officer's seat and flight bag was open. When closed; after consultation with Maintenance; the problem was resolved and the flight continued to its destination.
Date: 201904
Local time of day: 1801-2400
Location: CLT.Airport, NC
Flight conditions: VMC
Aircraft: Embraer Jet Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B CLT
ATC / advisory: TRACON CLT
Second aircraft: Airbus Industrie Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Environment - Non Weather Related

Narrative: While on an approx. 10-15 visual final for RWY 18R at 5000' ATC vectored an Airbus inside of our course for the Visual 18R. Shortly thereafter the aircraft sharply rolled left (approx 60 deg bank) and pitched down. This action caused the autopilot to fail. At the time I was getting ready to disengage the autopilot and hand fly the remainder of the approach. My hands were very close to all of the controls in preparation to hand fly. Once the event occurred I added correctional aileron and pitched up adding thrust. After a second or so we returned to straight and level flight. The Captain advised ATC immediately of the event to which they seemed surprised and we continued the visual approach. Once on the ground the Captain advised the flight attendant and passengers of the cause of the turbulence on final as otherwise it was an extremely smooth night for flying.




Synopsis: EMB F/O reported encountering wake turbulence from a preceding Airbus on approach to CLT.
Date: 201907
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: FBO
Reporter function: Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: While doing touch and go's with my student on XXR; we were told to follow an aircraft ahead of us in the pattern. Upon reaching downwind to base; we turned to follow another aircraft that was actually ahead of the aircraft we were instructed to follow. This resulted in a traffic conflict between us and the aircraft we were supposed to follow. The aircraft we were flying was not equipped with any traffic avoidance equipment or ADS-B. This does not negate my responsibility as an instructor to maintain situational awareness at all times. I debriefed this with my student and have continued to share lessons learned with my other students since this event. When in doubt about traffic to follow; always ask for sequence.




Synopsis: C172 Flight Instructor reported following wrong aircraft in pattern resulting in NMAC.
Date: 201908
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 40
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Cylinder
Component problem: Malfunctioning
Reporter organization: FBO
Reporter function: Instructor
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Instrument
Human factors: Time Pressure
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While performing a checkout flight with a low time PPL I had the pilot perform an engine out drill by reducing the power to idle and informing the pilot the engine had failed. The drill was completed satisfactorily and I informed the pilot to recover at 1;000 feet MSL and climb to 2;000 to perform landings at [a nearby airport]. Shortly after the smooth application of full power the engine stumbled and began shaking. I took over controls of the aircraft and attempted to troubleshoot systems. All engine gauges indicated normal. The engine continued to run but with reduced power. I [notified ATC] and determined I was able to climb at approximately 100-200 fpm. I continued climbing at VY until I was within gliding range of ZZZ; proceeded inbound at 3;000 feet MSL; spiraled down once positioned above the runway; and landed without issue. The aircraft was able to taxi under its own power to transient parking. It was determined the aircraft had a stuck valve.




Synopsis: C172 instructor reported a rough running engine resulted from a stuck valve.
Date: 201205
Local time of day: 1201-1800
Location: LGA.Airport, NY
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
Airspace: Class B LGA
ATC / advisory: TRACON N90
Reporter organization: Government
Reporter function: Approach; Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Other / Unknown
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued New Clearance
Contributing factors: Airport; Airspace Structure
Primary problem: Airspace Structure

Narrative: I was working LGA Departure. LGA was departing R31 and the first A320 departed on an assigned SID heading of 340 degrees. On initial contact from the Tower; the first A320 was climbed to; I believe 15;000. As the first A320 was about four miles northwest of LGA I noticed a EWR R22 arrival; a second A320; southeast bound at 4;000 heading toward the first A320. The EWR arrival would normally be at 3;000 at this point on the EWR final but for some reason was not. I instructed the first A320 to turn right to a 360 degree heading to keep these aircraft further apart and instructed the first A320 to maintain 8;000 so as not to interfere with the previous LGA departure off his right front that was climbing out of 8;000. I called the second A320 traffic to my first A320 aircraft but the first A320 did not report having the second A320 in sight. The EWR Controller turned the second A320 aircraft onto their R22 final; without a point out and the two aircraft passed with slightly less than three miles within less than a 1;000 FT vertical separation. I at no point left my airspace nor violated EWR's airspace during this incident.




Synopsis: N90 Controller described a likely loss of separation event when traffic inbound to EWR was higher than required and conflicted with LGA traffic.
Date: 202201
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: EMB-505 / Phenom 300
Operator: Corporate
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: AC Generator/Alternator
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Inflight Shutdown; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On climb out at approximately FL230 we got a loud vibration/ noise. I checked the electrical synoptic page; shortly after the right generator went yellow then shut down. We ran the appropriate checklists starting with the GEN 2 OFF BUS which led to inflight shutdown and a single engine approach and landing.A combination of self awareness and systems info available in the cockpit allowed us to isolate the problem.We suspect the cause to be a failed generator.Our reaction was in line with the SOPs for single engine operations.Single engine operations in a mountainous environment can be especially challenging and should be taken into account in training.




Synopsis: Captain reported electrical failure during climb out and the flight crew diagnosed it as a #2 generator failure. The Captain reported compliance with the QRH and continued the flight.
Date: 202101
Local time of day: 1201-1800
Location: SNA.Airport, CA
Weather elements / visibility: Clear; 10
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Taxi
ATC / advisory: CTAF SNA
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure; Airport
Primary problem: Human Factors

Narrative: Tower closed pilot to pilot radio. Announced intentions to take off. Another aircraft on short approach did not announce properly and on very short final shouted stop!". Stopped 5 ft. from hold line and turned around. Pilots need to properly announce position and intention in non towered circumstances."




Synopsis: Pilot departing SNA where the Tower was closed reported they began to enter the runway with another aircraft on short final which had not reported its positions properly. The aircraft on short final advised the reporter to stop taxiing.
Date: 201812
Location: ZZZ.Airport, US
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Fatigue; Physiological - Other
Anomaly: Deviation / Discrepancy - Procedural Other / Unknown; Flight Deck / Cabin / Aircraft Event Illness / Injury
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Environment - Non Weather Related

Narrative: The First Officer reported for duty for this three day trip with multiple symptoms; including sniffles; sneezing; and coughing. These symptoms were pronounced during the first leg ZZZ-ZZZ1. At the layover hotel; prior to departure on day two; the FO informed he that was going out to find some cold medicine.  On the second leg; ZZZ1-ZZZ; the FO still had the symptoms. He stated that he felt better now that he had taken [over the counter cold medicine]. I noted that he was irritable during prep for departure; and overly impatient with some routine local delays in boarding and fueling. On departure; he made some errors (set heading 300 when ATC assigned 030). His symptoms continued to ZZZ.  After block in at ZZZ; before the next leg; I asked if he thought he should continue. I asked if he might be better to call in sick and go home. He stated that he couldn't call in sick every time he had a head cold. I was exhausted from a poor night of sleep with anxiety over flying a three day trip with a sick person 18 inches to my right. I was exhausted from listening to him sniffle; sneeze; and cough. I was exhausted and not fit myself to continue. I had also informed the ZZZ Chief Pilot and the ZZZ [personnel management] that this FO was sick. I was not provided any guidance on Company policy or procedure for working with a sick coworker. I was basically ordered by the Chief Pilot to continue the trip with the sick FO. I was cautioned by the Chief Pilot not to try to advise the sick FO to call sick. The [personnel management] offered the opposite advice - that I should ask the sick FO to call sick. I will report the facts of this event to the FAA under the AIR21 Whistleblower Program.




Synopsis: Captain of A319 reported that he was ordered to continue flying with a sick FO and was becoming ill and fatigued in the process.