elihoole/asrs-aviation-reports huggingface dataset:
Date: 202104
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Lead Technician; Inspector
Reporter qualification: Maintenance Inspection Authority
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Hazardous Material Violation
Detector: Person Other Person; Person Ground Personnel
When detected: Routine Inspection; Aircraft In Service At Gate
Result: Aircraft Equipment Problem Dissipated; Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Outbound Aircraft X on Date scheduled ZZZ-ZZZ1 had a Part Power Stops [priority package] for the flight. Our procedure is cargo goes to Operations drops off [with] paper work and Operations notifies crew chief that a Part Power Stops is scheduled for their flight. No word or mention at that time of package needing a Dangerous Goods Form. Package was loaded [in] accordance to load instruction from ZZZ1. After flight arrived in ZZZ1 and transferred to cargo. At that time it was stated a Dangerous Goods Form was required. From my understanding miscellaneous class 9 UN3373 [label] was on box. However no photos available.[Lead Avionics Technician stated] it was brought to my attention my station director [name] on DATE. Vendor in ZZZ cargo does all cargo and Part Power Stops ...they have the responsibility of knowing the contents of package and [determine] if Dangerous Goods Form is required. After being spoken to about this I did research on misc 9 UN3373 'gmmo or gmo that does not meet the definition of toxic substances or infectious substance shall be assigned a UN number. Now with that being said we do our DG training which gives us general knowledge of Hazmat material... there should be copies of all packages that originate from cargo facility so when we sign for packages we can refer to package and information to crew chief. I am not schooled enough in such practices that we can remember all package numbers that require Dangerous Goods Form. [Recommend] that all packages from cargo have to be signed for and also duplicate copies given to Ops; also oral confirmation of type package and contents.




Synopsis: Air carrier Inspector reported undocumented hazmat cargo was transported due to a breakdown of hazmat handling procedures.
Date: 201305
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Initial Approach
ATC / advisory: Tower ZZZ
Aircraft component: Normal Brake System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
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; Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were cleared for a visual approach and I was the pilot monitoring while the Captain was flying. Around the final approach fix; the Captain called for gear down; which resulted in the EICAS messages BRK LH Fault and BRK RH Fault. I called out the message; and executed a go around and was given a heading and an altitude by ATC. Before the Tower Controller handed us off to Departure; he asked us for the nature of the go around; and we told him a fault message had been received on approach and we needed to run a checklist. We were given a few step climbs in the go around up to 6;000 feet. We were given a delay vector to run the QRH. We ran the BRK LH (RH) FAULT QRH. The QRH lead us to setting up the next approach flaps full; as well as compute a landing distance. After running the QRH we contacted Dispatch as well as Maintenance. We agreed that the proper QRH was run and that we would declare an emergency and land. We completed all checklists and briefed approach; and what our back up plan was. We declared an emergency and we were given a clearance to land on the long runway and had crash/fire/rescue standing by. We landed; and had all normal indications from the cockpit. We brought the aircraft to a stop on the runway and assessed the situation; talked with crash/fire/rescue and determined the aircraft was capable of taxing to the gate under its own power.




Synopsis: EMB170 First Officer reports EICAS messages for BRK LH Fault and BRK RH Fault when the gear is extended during approach. A go around is initiated; the QRH is consulted and a normal landing ensues after declaring an emergency.
Date: 202110
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Weather elements / visibility: 15
Light: Daylight
Aircraft: Amateur/Home Built/Experimental
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Final Approach
Aircraft component: Fuel Selector
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Student; Other Sport/Gyro; Student/Fixed
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Inflight Shutdown; Flight Crew Diverted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On final approach to ZZZ in perfect VFR conditions landing Runway XX; my aircraft experienced power loss. I had just completed two S turns for spacing (authorized by ATC) and after leveling for short final the engine started to sputter. I had 8 gallons of fuel on board. I was 800 feet AGL and 0.25 miles from the runway. I realized I was not going to clear the airport fence and immediately diverted to an adjacent concrete culvert adjacent to the airport. The engine stopped prior to my landing. I touched down on the mains at 66 knots. No damage to the aircraft or property occurred. No individuals or myself were harmed. I was flying solo. I experienced loss of power likely due to fuel starvation NOT exhaustion. There is a possible issue with the fuel valve selector that may have contributed to air getting into the fuel lines. The S turns on final may have also contributed to fuel sloshing around in the tanks and air being drawn into the system. I plan on changing the fuel valve selector and avoid S turns on final in the future.




Synopsis: Student pilot flying experimental aircraft reported engine power loss on final approach. Conducted off airport landing without incident.
Date: 201505
Local time of day: 1801-2400
Location: TYS.Airport, TN
Flight conditions: VMC
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C TYS
ATC / advisory: Tower TYS
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
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: Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Cleared for the visual to runway 5R into TYS at 4000 feet on a right downwind. The First Officer stated he would begin the descent as we slowed down and dialed in 2000 feet. We had previously discussed using 2500 for the missed approach altitude if necessary; but I had looked at the MFD and determined that he would be on final by the time we hit 2000 feet so chose not to say anything about it. This was my fault; because at that point I usually have the MFD zoomed in to the 2.5/5 NM range; but still had it at the 5/10 range. We hit 2000 feet during the base leg and the First Officer called for flaps 8 and flaps 20. After the flaps were at 20; before making the final turn we got a 'Terrain; Terrain' warning. Followed shortly after that was the landing gear buzzer. I requested the First officer add some power and climb us up a few hundred feet until we make our turn to final and finish configuring. He disconnected the autopilot and complied. We finished configuring and landed without incident.My complacency on when I tune the MFD rings. After we got on final the First Officer had stated that he probably should have used 2500 instead of 2000; and I agreed with him and explained my reasoning for not mentioning it at the time. Simply put; we should always be using 1500 AGL when cleared for a visual approach; especially if being vectored towards the 5 mile final.




Synopsis: Air Carrier Captain; as the pilot monitoring; reports getting too low during a night visual approach to Runway 5R at TYS causing a terrain warning and correction by the First Officer.
Date: 201708
Local time of day: 1801-2400
Location: CLT.Airport, NC
Flight conditions: VMC
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B CLT
ATC / advisory: Tower CLT
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction
Anomaly: Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: There is a very bright roadside billboard west of the approach end of Runway 18R at CLT. I noticed this light in early August while making several landings during night VFR conditions. This new billboard advertising sign on the side of Interstate 485 has extremely bright white light on its entire surface for long periods of time. I estimate this sign to be at least 20 ft high and 40 ft wide and to be as bright as stadium lighting. It has the potential to destroy a pilot's night vision and could cause disorientation while landing with low ceiling and visibility conditions. It could possibly even overpower the runway lights in these conditions.  This sign should be removed because it is so close to the end of the runway as to be a hazard to aircraft landing on 18R. If this is not possible then it should not be allowed to be illuminated in low visibility conditions or low light and night conditions.

Callback: Reporter clarified the exact location of the billboard as being west of Interstate 485 and abeam the approach end of Runway 18R.



Synopsis: Air carrier Captain reported a new illuminated billboard adjacent to the approach end of Runway 18R along Interstate 485 is very distracting during night and IMC approaches.
Date: 201912
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Turbulence
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Descent
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: Pre-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Weather; Aircraft
Primary problem: Aircraft

Narrative: Upon post flight inspection of a re position flight of a C172 for an annual inspection the side plastic covering of the left hand side of the elevator was found missing. No parts found on the ground therefore assumed to have come off enroute due to heavy turbulence. Aircraft flew normally and did not noticeably affect safety of flight. Turbulence could be described as moderate to severe. No injuries. Would not describe this as a malfunction say to flight controls however it is related. No structural damage found.




Synopsis: C172 pilot reported that a plastic elevator fairing separated from the aircraft during flight.
Date: 201203
Local time of day: 1201-1800
Location: MCC.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E NCT
ATC / advisory: CTAF MCC
Reporter organization: Fractional
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Confusion; Communication Breakdown
Second reporter function: Captain; Pilot Not Flying
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Chart Or Publication
Primary problem: Chart Or Publication

Narrative: During descent from enroute structure; flying pilot conducted approach briefing pertaining to visual arrival to uncontrolled airport with a single runway; winds favored landing Runway 16. The commercial airport diagram was examined for note pertaining to non-standard traffic pattern direction; no such note was observed. Pilot flying noted absence of such note during approach briefing and indicated that all turns would be the left. Crew discussed method of pattern entry and; given direction of arrival resulting from ATC clearance prior to canceling IFR clearance; a left crosswind entry was briefed. Position reports were made on CTAF while approaching airport and upon approaching left crosswind. While established on left crosswind; two other aircraft announced themselves to be on right downwind for Runway 16. A dialog between pilot flying and one of these aircraft resulted in the other aircraft stating the airport utilized a right pattern for Runway 16. Since this could not be confirmed and given the absence of such information on the commercial chart airport diagram; the crew elected to turn a left downwind and continue a left pattern until touchdown. After landing; crew referenced the Airport Facility Directory; which listed a right pattern for this runway. The commercial airport chart was again examined; but no indication of a right traffic pattern direction could be found. Suggest submitting notification to the commercial chart publisher regarding this publishing error. Also suggest adding a note to my company briefing sheets for MCC regarding this error until such time as the commercial chart manufacturer publishes a corrected airport diagram which includes right traffic pattern information for Runway 16. It is also worth noting the value of referencing the AFD when dispatched to uncontrolled airports.


Second narrative: [NO ADDITIONAL INFO]


Synopsis: A Captain noted that the commercial airport chart for MCC does not indicate that the airport uses a right traffic pattern and so they elected to continue a left traffic pattern opposite other traffic.
Date: 201703
Local time of day: 0601-1200
Location: LNC.Airport, TX
Flight conditions: Mixed
Weather elements / visibility: 10
Light: Daylight
Aircraft: M-20 J (201) / Allegro
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Final Approach
Airspace: Class G LNC
ATC / advisory: TRACON D10
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Airspace Violation All Types; Inflight Event / Encounter VFR In IMC; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Departure Airport
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: I departed airport VFR for a short flight to LNC.  Both airports reporting MVFR with ceilings of 2;000.  I entered the traffic pattern at LNC; and was turning downwind.  The cloud base fell to 700 AGL and I entered the clouds.  I did not descend further due to hearing a Bonanza reporting base in front of me; which I could not see.  I decided the safest course of action was to climb and contact Approach for a pop up clearance and return to departure airport.  I contacted Approach and requested an IFR clearance.  I was asked if I could remain VFR; which I responded negative; that I was IMC at this time.  I was continuing to climb and must have gone through 4;000 FT (base of Class B).  I was told that I was in Class B airspace; that I was cleared into Class B airspace; to maintain 4;000 FT and given radar vectors for the GPS approach at [home airport]. The return and rest of approach was uneventful.  At the final approach fix I was in visual conditions and cancelled my clearance and thanked the controller for his assistance.




Synopsis: M20J pilot reported returning to departure airport after encountering IFR conditions at his destination.
Date: 201712
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Weather elements / visibility: Icing; Rain; 6
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Initial Climb; Takeoff / Launch
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Instructor
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor
Human factors: Situational Awareness; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Inflight Event / Encounter VFR In IMC; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Weather
Primary problem: Weather

Narrative: My student (Private Pilot candidate) was on a solo flight to do practice landings. Both METAR and TAF for ZZZ; and METAR for Destination Airport showed ceiling and visibility well above minimums specified in Solo Endorsement. No rain or freezing precipitation was forecast. According to the student: Shortly after departure; freezing rain began at approximately 2500 MSL; partially obscuring forward vision. Student requested ZZZ tower for vectors to return for landing. Vectors were given and clearance to land issued. Student attempted to land twice without success; due to loss of visual contact with the runway. On the third attempt; student landed successfully with no damage or injuries. After learning of the occurrence; the student and I reviewed the events to try to figure out how to avoid similar events in the future. I initiated additional weather and preflight training with the student; which was well received. I was informed that during the three landing attempts; a pilot deviation may have occurred. I am immediately filing report after learning that a pilot deviation may have occurred.




Synopsis: Flight Instructor reported that his student flying a C172 solo encountered freezing rain weather shortly after takeoff.
Date: 201707
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict
Detector: Automation Aircraft TA; Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Human Factors
Primary problem: Ambiguous

Narrative: I was the PM. I was on the interphone talking to the FAs in the back about new routing which would add on flight time. ATC had re-cleared us to fly towards the west and then in on the [VOR] instead of the [STAR] due to weather. While on the phone; I started to hear a frantic call from ATC to DESCEND IMMEDIATELY to FL380. I hung up; and then there was second call. By this time; the Captain had already disconnected the autopilot and begun to descend manually in FLCH (Flight Level Change) down to FL380. I then told ATC we were. She then became very apologetic saying that all of the planes being rerouted created confusion and she had left us (or the other plane) at the wrong altitude. She asked if the nature of our descent caused any onboard injuries; which I said it did not. (It was not a violent descent.) We received a TA for the other traffic; but not an RA. When they passed overhead; they were about 900 ft. above. Before we descended; we were both at FL390 on a converging course. The controller was once again very apologetic and obviously alarmed at their error. The Captain wanted us to file this report given the situation; even though we did not technically respond to an RA. We continued on without any other issues.




Synopsis: B757 First Officer reported that during a reroute for weather their aircraft was on a converging course with another aircraft.
Date: 201202
Local time of day: 1201-1800
Location: ZKC.ARTCC, KS
Aircraft: Talon (T38)
Operator: Military
Operating under: Part 91
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZKC
ATC / advisory: Center ZKC
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Developmental
Human factors: Other / Unknown
Anomaly: ATC Issue All Types; Airspace Violation All Types
Detector: Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure
Primary problem: Procedure

Narrative: I was working a T38 who was briefed to me as primary only. I lost RADAR on him just north of LBL and asked him for a position report. He then told me he was on the LBL355025; which is well within my airspace. Around this time I coordinated with ZDV to let them know of the primary only aircraft coming their way. A couple minutes later I was briefing a Controller for a break. The T38 was still in coast track; so the relieving Controller asked 'where is he?' I then stated that I just got a report from him that he was just north of LBL; but I said I'll get another report. I asked the T38 his position again; this time he gave me the 3 different locations with the last on being the LAA100025; which is inside ZDV's airspace. I jumped on the line to coordinate his new location and that he just gave me with ZDV and to let them know that he was 'RADAR contact lost'. ZDV said OK; and I let them know that if they get him on RADAR again; they'll have to re identify him. I then switched the T38 to ZDV. Only aircraft with operating equipment should be allowed up in the Class A airspace.




Synopsis: ZKX Controller described the loss of RADAR on a military training jet in Class A airspace requiring re-identification of same by an adjacent facility.