elihoole/asrs-aviation-reports huggingface dataset:
Date: 202107
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Parking Brake
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Communication Breakdown; Situational Awareness; Time Pressure
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown; Ground Incursion Ramp
Detector: Person Flight Crew; Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: Flight Crew Regained Aircraft Control; General Maintenance Action
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Human Factors

Narrative: I was a bit frustrated that the Ops Agent wanted to leave 60+ plus customer bags due to the broken carousel at the front of the airport. Even with Dispatch approval for 10 late departure; the Ops Agent said higher ups wanted the flight to leave on time. It seemed a bit arbitrary. I believe I mistakenly released the parking [brake] during rudder pedal adjustment. I don't know what caused the aircraft to roll backwards. I applied [brakes] and the aircraft stopped about 12 feet back from original position. I observed no damage to Captain's pitot probe or angle of attack sensor. Ground Crew confirmed no damage. Safety walkaround completed. No damage. No injuries. No call from ATC. I am self-reporting to improve safety.




Synopsis: B737-800 Captain reported an inadvertent release of the parking brake; allowing the aircraft to roll forward.
Date: 201708
Location: SNA.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class C SNA
ATC / advisory: TRACON SCT
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Pilot Not Flying; Captain
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Human Factors; Airport
Primary problem: Human Factors

Narrative: I was the Pilot Flying as FO; and the CA was Pilot Monitoring on our final leg to SNA. Prior to our initial descent into SNA we had conducted a thorough arrival and approach briefing which reviewed the terrain located in the vicinity of the final approach course; and also GPWS cautions and warnings (as well as the appropriate recoveries to me made in the event of a GPWS caution or warning). The CA has also commented that with the new DSNEE routing careful caution should be made to the rate of descent; as a high rate of descent could cause GPWS alert. We were cleared for a visual approach to runway 20R at SNA and I had asked the CA to extend BONKE in the FMGC. I maneuvered the aircraft in heading mode just outside of LEMON intersection. The CA set 2200 as the MSA at LEMON; as we continued our descent; I shifted my heading about 5 degrees (still inside BONKE); just as the ALT displayed; a 'terrain; terrain' warning sounded momentarily. We both had visual of the terrain; and also noted the Radar Altimeter reflecting a positive trend as we continued the approach. After a successful approach the CA and I debriefed the event at the gate. We should have set 2800 as our ALT in the FCU as my intercept angle to the final approach had changed by a few degrees vs the lower 2200 at LEMON. This was a positive learning experience; especially as a new FO.


Second narrative: [Report narrative contained no additional information.]


Synopsis: A320 flight crew reported a terrain warning during a day visual approach to Runway 20R at SNA and continued the approach to landing while the terrain warning quickly silenced.
Date: 201211
Local time of day: 1201-1800
Location: CHS.Airport, SC
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground CHS
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Situational Awareness
Anomaly: Other Unwanted Situation
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Airport
Primary problem: Airport

Narrative: The lack of taxiway signs at CHS needs to be addressed. We were day VFR with unlimited visibility so we were able to figure out where we were and where to go. In low visibility conditions or at night; however; the potential for a serious problem exists. Our clearance was to taxi to Runway 21 via B; C; A and cross Runway 33. Taxiway B is not marked at all. There is no sign indicating [Taxiway] C until after you turn onto C. Then the worst situation is there are no signs at all for [Taxiway] A until way after you turn onto A (your best guess) and come up on Runway 33. You don't see that sign until you have been taxiing for a while.




Synopsis: An air carrier Captain advised the Taxiway signage at CHS is inadequate and could be hazardous under low visibility conditions.
Date: 201912
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Bonanza 35
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class G ZZZ
Aircraft component: Engine
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Troubleshooting
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; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Departed and was in slow climb/cruise. Could hear what I thought was an unusual noise. Removed ANR headset; put it back on; I thought maybe-maybe not-not sure. Just had sense something wasn't right (gut). I fly this particular regularly. Scanned all instrumentation. Engine has a chip detector. Moved throttle; prop and mixture. I could find nothing amiss. Shortly thereafter-severe vibration; total loss of power; oil on windshield. Knew ZZZ airport immediately behind me- initiated return to ZZZ. Total time from thinking something was wrong to failure was about 2 minutes. I came up with that time based on I knew where I was when I detected something to where I was when failure occurred and I knew my ground speed. So that time estimate is not a guess. Landed successfully on all three tires at ZZZ. Examination revealed failure of connecting rod bolt on #2 cylinder. Not sure how that could have been discovered prior to flight; engine was well maintained and well within TBO limits. Human Factors- experience and training played out well. I always try to have some kind of an idea of where to go in such an event. I try to fly to minimize risk of off airport landings; whether that be by altitude or route. 6 miles 140 kts. Startle factor- I failed to set up best glide as quickly as I had wished. While I was pretty sure I had good margin to get back to ZZZ that was not confirmed until I completed the 180 turn to get headed back to the field. A glance at the airspeed at that point was when I realized I had not yet established best glide.




Synopsis: Bonanza pilot reported an engine failure resulting in a forced landing.
Date: 201508
Local time of day: 1801-2400
Location: ZMP.ARTCC, MN
Light: Dusk
Aircraft: Gulfstream Jet Undifferentiated or Other Model
Operating under: Part 91
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZMP; Special Use MOA
ATC / advisory: Center ZMP
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Aircraft Y was in a MOA 500B590.  Aircraft X was in a block 490B510 and flew into the airspace that Aircraft Y was in.  I thought you had to miss the airplane but apparently you have to miss the whole airspace; which can be the whole state of ND.  Aircraft Y and Aircraft X were 141 miles apart.  I think this is ridiculous. Miss just the airplane.




Synopsis: A ZMP Controller reports of a loss of separation because a UAV was in a MOA and another aircraft was in the same MOA. The aircraft he was in control of was inside of the MOA and should not have been.
Date: 201405
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: wind
Light: Daylight
Aircraft: Cessna 120
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
ATC / advisory: UNICOM ZZZ
Reporter organization: FBO
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Private
Human factors: Human-Machine Interface
Anomaly: Ground Event / Encounter Ground Strike - Aircraft; Ground Excursion Runway; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Aircraft; Human Factors; Weather
Primary problem: Ambiguous

Narrative: Performing a wheel landing in C120. During landing rollout right crosswind caused aircraft to veer right. Aircraft pitched forward causing propeller to strike runway surface. Aircraft continued to veer right until main wheels contacted soft grass on right side of runway. Aircraft flipped inverted on right side of runway. Aircraft occupants where not injured.




Synopsis: A C120 pilot reported losing control during rollout resulting in a runway excursion and the aircraft flipping onto its back.
Date: 202109
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: M-20 E Super 21
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class G ZZZ2
Aircraft component: Fuel Selector
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Other / Unknown
Result: Flight Crew Landed in Emergency Condition
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While flying from ZZZ to ZZZ1 a 7 mile flight at 700 feet. I attempted to change Fuel tanks from Left to Right while passing the off position the valve stuck in the off position; it would not budge. The engine quit and I made an uneventful landing in a pasture. The pasture was smooth so the aircraft was fine. I found a #8 PK sheet metal screw was lodged under the handle while trying to change tanks. I dislodged the screw and flew the aircraft out of the pasture.The fuel selector in this model of Mooney is located on the floor under the pilot's legs it is difficult to reach. Also; the valve handle is in a recessed plastic fixture that allows things like this screw to collect.




Synopsis: M20E pilot reported that while attempting to switch fuel tanks from left to right the valve became stuck in the off position.  The engine quit and the pilot performed an off-airport landing. Post landing; the pilot found the cause was a sheet metal screw had lodged under the fuel selector handle while trying to switch tanks.
Date: 201604
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Weather elements / visibility: Icing; 4
Light: Daylight
Aircraft: PA-23-250 Aztec
Operator: Personal
Operating under: Part 135
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Reciprocating Engine Assembly
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Became Reoriented; Flight Crew Returned To Clearance; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Aztec developed sudden right engine loss of power; likely due to fuel issue; but investigating now. Fuel flow dropped; aux pump activated and fuel tanks changed. While in IFR conditions; descended unintentionally to 8;000-8;500 ft; regained control; and reclimbed to 9;000. Event recurred 1 time within 10 min; and engine then regained power.Requested 5;000 for duration of trip into VFR conditions at destination; rather than immediate landing into poor visibility and unfamiliar; small airport; as engine condition had stabilized. Landed uneventfully at ZZZ and plane to go for evaluation [3 days later]. I suspect fuel line issue; or possible ice crystal formation in line? All sumps tested pre and post flight; with no water discovered.




Synopsis: PA23 pilot experienced an unexplained power loss on the right engine at 9;000 feet. The aircraft was allowed to descend from assigned altitude while troubleshooting before engine power was restored and assigned altitude was regained. The event repeated within ten minutes; but the reporter elected to continue to the destination with VFR weather.
Date: 201907
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: VMC
Weather elements / visibility: 20
Light: Daylight
Aircraft: SR22
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Powerplant Lubrication System
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Time Pressure; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I experienced a significant in flight oil loss in a Cirrus SR22T aircraft.  On the flight from ZZZ to ZZZ1 airport about 20 minutes into the flight; at 5;500 feet; running at 75% power cruise; the aircraft oil pressure gauge showed a lower then normal oil pressure reading of about 37 PSI.  Still in the green arc but low for this power setting.  In the next few minutes I monitor the oil pressure gauge closing and noticed it very gradually move down to 32 PSI (very close to the bottom of the green arc).  I then move the mixture to full rich to see if that would have help with the oil pressure.  It in fact made it worst as aircraft started some slight propeller RPM surging.  At this moment I  contacted TRACON; moved throttle to idle and started a VFR decent to ZZZ2 airport (which was less then 5 nm away).  The oil pressure went into yellow arc.  Keeping the throttle at idle for rest of descent flight; I spiraled down to a landing at ZZZ2; I was handed over to Tower who were very accommodating in giving me priory to my choice of Runway 25R.  The engine never quit; and I had enough power to taxi off the runway.  Upon exiting aircraft it was evident of the significant oil loss. The oil cap was securely on; the top of engine was clean of oil.  The dip stick was showing approximately 2 quarts of oil left.  It appeared most of all the oil had exited the pilot side exhaust.  Aircraft has 23.2 flight tact hours since it's annual inspection. The start of the flight showed 6 3/4 qt of mineral oil.




Synopsis: Cirrus SR22 pilot reported an engine oil pressure anomaly which necessitated a diversion to the nearest suitable airport.
Date: 202008
Location: ZZZ.Airport, US
Aircraft: No Aircraft
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Situational Awareness; Troubleshooting
Anomaly: No Specific Anomaly Occurred All Types
Detector: Person Ground Personnel
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Company Policy; Weather
Primary problem: Company Policy

Narrative: Wearing a mask; difficulty breathing indoors; and outdoors in 90+ degree weather. Lack of oxygen; creates confusion and lack of situational awareness. Social distancing should be practiced and mandatory masks should be repealed. Mask optional.




Synopsis: Ground employee cited several reasons why face masks should be optional.
Date: 201505
Local time of day: 1801-2400
Location: EGGX.ARTCC, FO
Light: Night
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center EGGX
Aircraft component: Aero Charts
Component problem: Design
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight; Pre-flight
Result: Flight Crew Became Reoriented
Contributing factors: Chart Or Publication; Manuals
Primary problem: Chart Or Publication

Narrative: Exit points from NATS (RESNO and NETKI) are not on the current pltoting charts. They are on a an older plotting chart. They do exist on our flight plan/release. They also exist in our FMC NAV database; which is current.

Callback: The reporter stated that his current chart publication date is March 2015. His previous chart; he believed; had a December 2014 publication date and did include both RESNO and NETKI. The two waypoints were plotted manually. He and his crew were experienced on the North Atlantic routes and recognized the omission; but he wonders about a possible track deviation with others not so familiar.



Synopsis: A pilot reported that the North Atlantic Plotting Chart date March 2014 did not include EGGX airspace entry waypoints RESNO and NETKI. The waypoints were in the FMC and on the flight plan.
Date: 201912
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Final Approach
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Training / Qualification
Anomaly: Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Air Traffic Control; Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Returned To Clearance; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was giving a demo instruction flight to a potential buyer of this aircraft. I was instructing and monitoring the RNAV approach. We were cleared for the approach and inside of ZZZZZ. The airspace and frequency was very busy. I was looking for traffic when we received a minimum vectoring altitude alert by the Tower or ATC. I immediately took the controls and initiated a climb from 1;900 feet to 2400 feet (we intercepted the glide path). After landing I called the tower who told me they were only concerned as we were getting low. They stated it was 1;700 feet however when I took the controls I noted 1;900 feet on the altimeter. They advised no action would be taken. I had them call TRACON who said the where same. It was VMC when this event occurred.




Synopsis: PA46 flight instructor reported descending too low on approach resulted in a low altitude alert.
Date: 201907
Local time of day: 0601-1200
Location: SJU.Airport, PR
Flight conditions: VMC
Light: Daylight
Aircraft: Small Transport
Operator: Air Taxi
Operating under: Part 135
Mission: Passenger
Flight phase: Cruise
Airspace: Class E TJZS
ATC / advisory: TRACON SJU
Second aircraft: Beechcraft Twin Turboprop or Jet Undifferentiated or Other Model
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Procedure; Human Factors
Primary problem: Procedure

Narrative: We were in cruise 3 miles north of the shoreline near TJAB airport. We usually stay north of the shoreline due to parachute activity at TJAB going to and from TJSJ and ZZZZ. We normally get advisories of jumping activity and we tell them we are staying north or San Juan Center gives us direction to stay away from the area. Today; we were at 4;500 feet MSL in cruise 3 miles north of the shore heading west bound. We had flight following from TJSJ in route to ZZZZ. We were on with San Juan Departure at 119.4. We heard a King Air at 10;000 feet reporting jumper away at the same time we were passing by. I was looking out my window to see if we could see them. No visual contact. We did not get any traffic advisories from ATC. Suddenly; I spotted the King Air at my 7 to 8 o'clock about 500 feet above me heading right for me but in a turn back to the coast line. I was close enough to see the tail number. I took immediate action and turned right to give us some space. I do not believe the King Air saw us as his belly was mostly pointing to us. A few moments later; ATC switched us over to San Juan Center at 118.75. We did not mention it over the frequency; but some of our passengers noticed how close the plane was. It was VFR; however; this plane was also on frequency and squawking a code and no advisories from them. We were extremely close. The flight ended in safety but wanted to file a report anyway. Lack of advisories from ATC. Luckily we were watching for it or something might have happened.




Synopsis: Air taxi Captain reported an NMAC with a King Air in the vicinity of TJAB airport.