elihoole/asrs-aviation-reports huggingface dataset:
Date: 202106
Local time of day: 1801-2400
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Dusk
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Initial Approach
Airspace: Class D ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: AC Generator/Alternator
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Flight Instructor
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Became Reoriented; Flight Crew Returned To Departure Airport; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Overcame Equipment Problem; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: ALTR FAIL master warning occurred for approximately 1 second during the downwind vector setting up for the ILS XX into ZZZ. Approximately 10 minutes later while approaching minimums on the ILS XX ZZZ; the ALTR FAIL master warning came on continuously. I instructed the student to go-around and fly the missed approach procedure as normal. After a positive rate of climb was established; I silenced the warning and started working on the checklist. The alternator amps were positive when I checked them. The checklist failed to bring the alternator back online without a master warning activation; so I deactivated the alternator and completed the recommended load shedding procedures with the exception of the lighting bus due to being in close proximity of ZZZ1. BATT AMPS was -7. We flew the ILS XYL into ZZZ1 due to poor inflight visibility. The flight was completed without incident; [company] was notified; and aircraft was written up.Reviewing the POH; my best guess as to the cause of the alternator failure is an alternator voltage between 30.5 and 32. The alternator was still providing power with a positive amperage indication while the master warning was active; which leads me to believe that the over-voltage relay was not tripped. Something else caused the master warning to activate. There was no burning smell or other indication of trouble.




Synopsis: GA instructor pilot reported alternator failure and elected to return to the departure airport.
Date: 201204
Local time of day: 1801-2400
Location: N90.TRACON, NY
Flight conditions: VMC
Light: Daylight
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E ZNY
ATC / advisory: TRACON N90
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Situational Awareness; Time Pressure
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Object
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance; Flight Crew Became Reoriented
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: While on the KORRY 3 Arrival into LGA; just passing between BRAND and KORRY intersections we encountered what appeared to be a weather balloon. The balloon appeared to be about 4 to 5 FT in diameter and equally as long; it passed about 50 FT off the nose. I was the pilot not flying and in the process of preparing the aircraft for landing; setting up the landing data and getting the weather information. I heard the Captain yell and saw him duck. It startled me quite a bit as did it him. We had just passed BRAND at 11;000 FT and the next step down is 10;000 FT at KORRY with not a whole lot of time to make the restriction especially at higher speeds which ATC requested. It was so startling that we did not get down to 10;000 FT by KORRY. As soon as I realized we didn't make the restriction I notified ATC and told them the reason why; stating that the balloon had just missed us. The Controller did not seem to be concerned but I thought it was important that he know about the balloon as it was floating on the arrival. We continued to 10;000 FT then the Controller issued us a lower altitude and we continued into LGA with an uneventful landing. Prior to KORRY we had no problems meeting any of the other crossing restrictions on the KORRY 3. As far as avoiding a future recurrence; I don't know that there is much that there is much that can be done about the balloon except that it's a good reminder to always be aware of your surroundings. For the crossing restriction I suggest that you always dial in the next altitude and not 10;000 that way you are aware of your position on the arrival and least don't run the danger of getting too low. This is exactly what we briefed and did and ultimately we both just got distracted; it is certainly the closest I've ever come to another object hitting us while airborne. I would suggest to everyone to remember to fly the airplane no matter what and talk about the problem on the ground unless it requires attention at that exact moment.




Synopsis: An Air Carrier First Officer reported a near miss with what appeared to be a weather balloon at 11;000 FT between BRAND and KORRY Intersections on the LGA KORRY 3 Arrival.
Date: 201305
Local time of day: 0001-0600
Location: OKC.Airport, OK
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Flight Crew
When detected: Pre-flight
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: After diverting into OKC contacted Dispatch for new Flight Plan and Release. Flight Plan RLS2 ZFW = 90;135 pounds. Initial RLS01 ZFW = 118;995 pounds. We had 6 passengers deplane in OKC; fuel upload approximately equal to initial RLS01 but I saw that TOGW was 28;000 pounds less in OKC than for initial takeoff. We phone patched with Load Planning and they stated new ZFW was not 91;035 pounds but 118;468 pounds; re-dispatched flight on RLS03 with correct ZFW. Flight uneventful.




Synopsis: A320 Captain reports receiving a release after diverting with a substantial change in ZFW while almost no actual change occurred. Load planning is contacted and the correct ZFW; almost 29;000 pounds heavier; is supplied.
Date: 201405
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Light: Night
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Pitot-Static System
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Situational Awareness; Communication Breakdown
Second reporter function: Technician
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Maintenance Action
Contributing factors: Incorrect / Not Installed / Unavailable Part; Human Factors; Procedure
Primary problem: Human Factors

Narrative: Provided a Conformation Check on a Work Card for removal of tools and materials and was later discovered that Speed tape was left on the Right-Hand (R/H) Static Port. The work was performed at the Line at night and I; Mechanic X; was working with Mechanic Y. The [Speed] tape was not seen during my walk around due to not having a red flag on it and Speed tape does not stand out well in that spot. A red flag should always be used when blocking any Static Port.


Second narrative: I did a Check on Aircraft X; an Embraer-145 aircraft and signed-off the Work Card.  Became aware that Speed tape was left over the RVSM Port. There was no damage to the aircraft; no delay; no emergency declared. Aircraft flew four legs [flights] and a pilot found it [Speed tape] on the walk around.  Communication Error on me and other mechanics.[Recommend better] communication between other mechanics. Aircraft in service at gate. Evening Shift.


Synopsis: Four Line Aircraft Maintenance Technicians (AMTs) including a Lead Technician; report about their involvement with an Embraer-145 aircraft that flew four legs with the Right-Hand (R/H) Static Port covered with Speed tape.
Date: 201903
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-44 Seminole/Turbo Seminole
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Takeoff / Launch
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Multi engine training flight. While practicing an aborted takeoff the instructor failed the left engine and student did not react properly to the engine failure and the the airplane began to veer off the runway; the instructor took controls; and was able to straighten out with the right rudder and get the power to idle. The left main and nose gear went into the grass and the aircraft became stuck in the grass. As a result the runway was closed until the aircraft could be towed off of the runway.




Synopsis: Flight instructor reported a runway excursion following a students improper correction for a simulated engine failure on takeoff roll.
Date: 201812
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Weather elements / visibility: Turbulence; 10
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: AC Generator/Alternator
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Returned To Departure Airport; Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While on a local area flight; aircraft had an apparent alternator failure. COM 2 panel went blank; COM 1 panel still displayed but was unresponsive. Radio calls were not returned. Radio calls had successfully been made earlier in the flight; including position reports and interactions with other aircraft in the area. Upon diagnosing the electrical failure; I turned off all lights and radio panels but left the transponder on. I used my handheld radio to communicate with local area traffic the nature of my situation; and decided to proceed back to ZZZ to attempt a landing. Two-way radio communication was established with ZZZ Tower via my handheld radio. Permission to enter the airspace and land was obtained; at which time I successfully landed and exited the runway and ramp environment; per instructions from ZZZ ATC.




Synopsis: PA-28 pilot reported an alternator failure resulted in a return to the departure airport.
Date: 202011
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: No Aircraft
Reporter organization: Air Carrier
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
Result: General None Reported / Taken
Contributing factors: Company Policy; Environment - Non Weather Related; Human Factors
Primary problem: Company Policy

Narrative: We as employees are very concerned on the conduct and unsafe work environment that is going on at the ZZZ facility with the COVID precautions.  With many of our employees getting sick and even passing away; we have noticed the lack of safety regarding the management of COVID-19. There has been a couple of outbreaks and the company never identified the outbreak area; no Investigation on the outbreak and especially no contact tracing efforts or warnings of contact exposure. The weather is getting colder; the breakrooms are packed with no social distancing and no improvement in the ventilation. This is giving us high stress and anxiety in this work environment.




Synopsis: Ground employee reported COVID-19 related concerns in their work environment.
Date: 201603
Local time of day: 0001-0600
Location: ZZZZ.Airport, FO
Weather elements / visibility: 6
Light: Night
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Landing
ATC / advisory: Tower ZZZZ
Second aircraft: Large Transport
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Situational Awareness
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control; Flight Crew Took Evasive Action
Contributing factors: Airport; Human Factors
Primary problem: Human Factors

Narrative: I was cleared to land short final. Shortly before large jet departed. Jet wash pushed me left of center line. Upon landing I veered off rwy onto grassy portion briefly and was able to miss lights and veer back to rwy safely. No lights were damaged and no damage to plane.




Synopsis: The pilot of a C182 reported a runway excursion during landing following the departure of a large aircraft.
Date: 201907
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Parked
Aircraft component: FMS/FMC
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Flight Instructor
Human factors: Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General Maintenance Action
Contributing factors: Aircraft; Incorrect / Not Installed / Unavailable Part
Primary problem: Aircraft

Narrative: The right FO (First Officer) display dimmer was written up. As a result of this replaced CDU/MEL (Control Display Unit/Minimum Equipment list) 34-XX-XX.Captain side CDU IPL (Illustrated Parts List) Part number XXXXXXXX-X; the FO side Part number XXXXXX-Y.[Days later] another write up made with regards to the CDU's being different from one another and that key strokes that were bringing up different pages when selected. These were noted deficient on both Captain and FO side CDU; due to them being different units. Maintenance deferred the item per MEL 34-XX-XX-XX stating that FO side only button command was intermittent. Again during flight it was noted that the boxes were not talking to each other properly and key strokes were faulty. The item was re-written up by Captain and once again brought Maintenance personnel attention. When reporting to aircraft flight personnel stressed the fact that we needed the CDU to be either removed and replaced with matching CDU so they talk with each other or to de-energize and collar the breaker supplying power to the unit and operate single CDU allowed by the MEL 34-XX-XX-XX. Flight crew was insured that part would be available when we arrived in ZZZ and would be replaced. After arrival into ZZZ we were told that the part had been sent to the ZZZ1 base. The aircraft currently has two different CDU installed but at least the FO side has been de-energized and removed from service.




Synopsis: B757 Captain reported a repeating Control Display Unit malfunction followed by improper Maintenance action.
Date: 201310
Local time of day: 1801-2400
Location: GKY.Airport, TX
Flight conditions: VMC
Weather elements / visibility: 10
Light: Night
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Final Approach
Reporter organization: FBO
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Private
Human factors: Other / Unknown
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airport; Human Factors
Primary problem: Ambiguous

Narrative: We were approaching to land with an ILS approach on Runway 34 at GKY Arlington municipal airport TX; at an altitude about 2;400 FT MSL; established on localizer Heading 342. Something in the opposite direction flew really close to us; very fast; close to our left wing. The object looked dark. I could say like a 'bullet' with a light behind him. I cannot be specific regarding his [its] dimension.




Synopsis: C172 pilot experiences a NMAC while on approach to Runway 34 at GKY with another aircraft of unknown type; but very fast.
Date: 201503
Local time of day: 0601-1200
Location: DCA.Tower, DC
Flight conditions: VMC
Aircraft: EMB ERJ 170/175 ER/LR
Flight phase: Initial Approach
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were cleared to circle to and land on runway 33. ATC also added that there was a low level helicopter and that the helicopter had us in sight. At the Wilson bridge we turned to the northeast to set ourselves up for a landing on runway 33. We continued normally and started our turn to final.when I saw an opposite direction helicopter very close to our altitude; but slightly below us and climbing. I was about to initiate the go around regardless of the TCAS when we got the RA. As we started the go around I saw the helicopter make an aggressive descent. We were given a turn to the east and a climb to 2;000 feet which we complied with. After that; we cleaned up the plane; setup for another approach; and landed on runway 1 without incident. Once we cleared the runway; ground control asked me if I wanted to call the DCA tower supervisor for an explanation of what happened. I gladly accepted. The tower supervisor I spoke with told me a few things that explained what may have happened. Number one; he said that the helicopters operating in that area should NEVER be above 200 feet. According to him; the helicopter was at 800 feet; clearly not where he was supposed to be. He also explained that ATC may have taken their eyes off the helicopter for a second because they would never expect those helicopters to do something that egregious. That seems plausible given the fact that I've never seen a helicopter in that area at that altitude. He suggested that it was most probably a deviation on the part of the Pilot of the helicopter; and a loss of aircraft separation that was also the fault of the helicopter pilot. Helicopter pilots in and around DCA should adhere to ATC instructions.




Synopsis: ERJ-175 Captain reported an airborne conflict with a helicopter on approach to DCA.
Date: 201706
Local time of day: 1801-2400
Location: ZMP.ARTCC, MN
Flight conditions: Mixed
Weather elements / visibility: Thunderstorm; Turbulence
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZMP
ATC / advisory: Center ZMP
Second aircraft: A380
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
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: Procedure

Narrative: Climbing to FL380; ARTCC cleared us direct Hastings (HSI) and capped our altitude at FL340 due to an opposite-direction [A380] aircraft; which was passing at an angle overhead slightly from the left to the right at FL350. Directly ahead of us was a building line of thunderstorms; which appeared to top FL340. Shortly after the other aircraft passed overhead; we were cleared to climb to FL380. We were approaching the weather quickly; so we opted to begin our climb right away. Just prior to passing FL350; we encountered moderate turbulence from the wake of the other aircraft; lasting about three seconds. We continued the climb to FL380. The fasten seatbelt sign was on and all passengers were seated. The Flight Attendants were beginning service. The A Flight Attendant reported that no passengers or Flight Attendants were injured. ATC was notified of the wake turbulence encounter.ATC could have turned the other aircraft parallel to opposite-direction traffic; and avoided crossing our future climb flight path.




Synopsis: B737 Captain reported encountering wake turbulence climbing through FL350 from an opposite direction A380 at the same altitude.