elihoole/asrs-aviation-reports huggingface dataset:
Date: 201408
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Dusk
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
ATC / advisory: TRACON ZZZ
Aircraft component: Flap/Slat Control System
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Chart Or Publication; Aircraft
Primary problem: Aircraft

Narrative: While on approach to Runway XX at ZZZ; flap handle broke and stuck at [Position]-2. Initiated go-around to reference paper procedure and select longer runway. We [advised ATC] at this time; and requested fire trucks. Normal landing at Flaps-2 without excessive brake temperatures.  Airline Transport Pilot.

Callback: Reporter stated this was a situation where the aircraft doesn't know it was broken. A non-ECAM Abnormal situation and no QRH reference procedure. All systems were functioning on the A320; except that he could not move the flap handle from Position-2 (14-degrees Flaps). A spring loaded Release Collar under the Flap Handle knob must be pulled out (pulled-up) out of detent; to allow the Flap lever to move past the balks (gates) on the Center Pedestal. But; the Release Collar was flopping around and could not be pulled up; preventing flap lever movement.  Flaps were stuck at Position-2. Alternate Electric Flaps are not available on the A320.



Synopsis: A Captain reports about a Release Collar under the Flap Handle knob of an A320 aircraft that broke while on approach. The spring loaded Release Collar was flopping around and would not lift out of the flap detent to allow the flap lever to be moved.  Flaps were stuck at Position-2 (14-degrees Flaps). Go-around initiated and aircraft landed in emergency condition.
Date: 201506
Location: ZZZ.Airport, US
Aircraft: B757 Undifferentiated or Other Model
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: Hydraulic Main System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Returned To Departure Airport; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On initial climb out we lost left hydraulic system quantity. We ran all applicable checklists and performed an air return to the departure airport.




Synopsis: A loss of left hydraulic system quantity was reported. The flight crew completed appropriate checklists and returned to the departure airport.
Date: 201202
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Anomaly: ATC Issue All Types
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Procedure
Primary problem: Procedure

Narrative: I was in the area getting currency time on position. Within the entire 2 hours in which I was there; I worked at 5 different positions. I was moved around numerous times to accommodate training. At the time of the incident; I had been working the R-Side and was briefing a trainee/instructor so that I could move to their D-Side. I had earlier opened the eastern portion of the high/ultra high sectors and then moved to split off the ultra highs from the two high sectors. From opening the ultra highs; I was moved back to the high only sector. After briefing the newest trainee/instructor on the two aircraft in the sector; I moved to the D-Side and from there the trainee handed off an aircraft in our airspace at FL360. This aircraft; an air carrier flight; should have been handed off to the ultra high sector; climbing to FL340 and then the ultra high would have climbed the aircraft. I am not sure if I had climbed the aircraft to FL360 or the Controller that I relieved had climbed the aircraft to FL360. Regardless; the aircraft was on our frequency; we had the hand off and the aircraft was at FL360 which is in the ultra high stratum. The ultra high sector did not have any traffic for the aircraft. It does get confusing; especially that time of the morning; opening up the sectors. We go from one sector having both high/ultra highs; total of 4 sectors and then we split to 2 total sectors; split East/West; in which those two sectors each take a high/ultra high. From that split; we go to 3 sectors. It does get confusing and sometimes the splits are done for only reasons of manning positions.




Synopsis: Enroute Controller described an airspace error listing the de-combining of positions after the MID shift; training preparation and frequent position rotations as causal factors.
Date: 201210
Local time of day: 0601-1200
Location: ZZZZ.TRACON, FO
Flight conditions: Mixed
Weather elements / visibility: 10
Light: Dawn
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Climb
ATC / advisory: TRACON ZZZZ
Aircraft component: Air Data Computer
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Training / Qualification; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While climbing out on a ferry flight after the aircraft had been in heavy maintenance; the Controller gave us clearance to climb to 7;000 FT. My (First Officer side) altimeter failed around 4;000 FT and I was watching it to see if it would come back on; before switching to Alternate Air Data. Around 5;000 FT; both Captain and First Officer vertical guidance on the Flight Director disappeared; then came back. The same thing happened on the Functional Check Flight that I had performed with another Captain the day before. Approaching 7;000 FT; we noticed the 'Alt Cap' annunciation; but the aircraft was rapidly approaching the altitude. The Captain even mentioned that he wondered if the plane would level off there. The plane did not level off; and by the time the Captain turned off the autopilot and leveled the aircraft; while maintaining 220 KTS (as required by the departure); we were at 7;300 FT. Departure told us again to level off at 7;000 FT and the Captain descended back down to 7;000 FT. I switched to Alternate Air Data on my side to regain an altimeter. We tried all three autopilots and none of them would follow the correct commands. We also noticed at this time that the 100's window on the altitude window of the mode control panel would not change from 0. We turned off all automation and began to set up to return back. We landed without further incident. Maintenance determined that the primary cause was loss of an Air Data Computer; along with a faulty altitude window on the Mode Control Panel. In the future; I'll be more careful when I don't think that the aircraft will level off; even though all indications except the climb rate; showed that it would. We should have turned off the autopilot earlier to level off at the correct altitude.




Synopsis: A B767-300 Air Data Computer and Mode Control Panel both malfunctioned after a heavy maintenance check and the aircraft did not level at an intermediate altitude on the SID.
Date: 202009
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Test Flight / Demonstration
Flight phase: Cruise
Airspace: Class B ZZZ
Aircraft component: Powerplant Fuel Distribution
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Time Pressure; Communication Breakdown; Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Maintenance
Detector: Person Maintenance
When detected: Aircraft In Service At Gate
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Departure Airport; Flight Crew Inflight Shutdown; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft; Procedure
Primary problem: Procedure

Narrative: During a maintenance evaluation test flight; the right engine had an un-commanded shut down and could not be restarted. It was found the fuel outlet tube coming from the MEC [Main Engine Control] going to the fuel flow transmitter had come loose and was leaking from the MEC  side. The last documented time this hose was disturbed was during the right engine MEC replacement. When the tube was installed a new gasket was used and noticed no other defects with the installation of the tube. The bolts attaching the end were not drilled for safety wire but no defects with the run on torque were noticed. The aircraft had been run multiple times for high power runs and idle runs for troubleshooting and no leaks had shown up in the few days the aircraft was out of service. The tube may have disturbed during the fuel pump replacement for access to the oil scavenge tubes but it is not a part of the task.




Synopsis: B767 Technician reported discovering fuel lines on engine were loose and caused an inflight shutdown and return to departure airport.
Date: 201908
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Weather elements / visibility: Thunderstorm
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Situational Awareness; Time Pressure; Workload; Communication Breakdown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted
Contributing factors: Procedure; Human Factors; Weather
Primary problem: Human Factors

Narrative: Declared minimum fuel with Approach after rolling EFC (Expect Further Clearance) given during holding in Center ZZZ airspace. We were trapped into assuming our flight would be next for the ZZZZZ arrival into ZZZ while holding over ZZZZZ1 fix. We did not divert to our alternate; ZZZ1; due to ATC informing us that ZZZ was accepting aircraft and that we would be beginning the STAR soon.  We kept getting 10-20 minute rolling EFC's and when I advised Center we need to begin the STAR soon; we were told you are next for the airport. This kept us from diverting because of our belief that we would start the STAR at any minute.This low fuel event occurred in large part due to Center Y not allowing aircraft into their sector. Center X advised numerous aircraft; including our flight; that Center Y is being 'very' uncooperative about allowing aircraft into their sector and holding closer to ZZZ. Also; there was not enough information about when our actual time for the arrival would begin. Also too many false starts to begin the STAR was issued putting our flight into a position where diverting was the same fuel burn as arriving at destination. Added to this was the fact that Approach also vectored us off the STAR for spacing.It is ultimately the responsibility of the Captain to make the decision to divert early enough to prevent falling into this trap from ATC. ATC does not ultimately know or care about aircraft fuel state. Never let ATC lull the flight crew into thinking that 'you are next for the arrival' and thinking that no other factors or events might force them to remind that promise.




Synopsis: B737 pilot diverted due to low fuel situation.
Date: 201812
Local time of day: 0001-0600
Location: RIV.Airport, CA
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground RIV
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Distraction; Fatigue; Situational Awareness
Anomaly: Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Airport; Human Factors
Primary problem: Airport

Narrative: March AFB has unusual markings for Runway 12/30. We landed Runway 32 and taxied D; ramp; A then G to parking. On D; Runway 12 has a simple non-movement area stripe on Taxiway D and a red runway sign; but no wig-wag lights; and you do not physically cross the runway. The runway overrun abuts the taxiway. What's really bizarre is Runway 30 on Taxiway A. According to the Jepp chart; Runway 30 and its overrun impact Taxiway C and don't come anywhere near Taxiway A; and yet Ground Control issues a clearance to cross as if it did. Again; minimal signage/markings for a runway that doesn't exist at Taxiway A. This was after a 5.5 hour red eye from ZZZ. I should've been more alert on Taxiway D but Runway 12 never even occurred to me as a threat; mainly because of no wig-wags. Luckily; Ground cleared me across before it was a factor. Much more puzzling is Runway 30 on A. I just don't get it; that runway has no impact on A except maybe the threat of our tail height to a small civilian aircraft. Even after being alerted to the threat on D; I was shocked to see another runway sign on A. Had Ground not been pre-emptive with crossing clearances; there was a great chance we would've taxied blissfully across both 'runways' without hesitation. Fatigue was absolutely a factor in this case but even on a normal day; the poor signage and lack of similarity to every other runway crossing we encounter could have led to an unauthorized crossing.




Synopsis: Air carrier Captain reported non-movement areas at both ends of Runway 12/30 are confusing and stated signage is poor in that area.
Date: 201903
Local time of day: 1201-1800
Location: IAH.Airport, TX
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B IAH
ATC / advisory: TRACON I90
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While descending via the ZEEKK2 RNAV arrival we were cleared for the Runway 26L transition. Before reaching BOZZZ we were cleared for the ILS 26L [and] at that time the Captain set 3;000 feet on the altitude selector. He requested [that I] verify we were cleared for the approach. I called Approach to verify the clearance [and] Approach confirmed that we were cleared for the approach and to maintain current speed. About a minute later we were given a heading to fly and were asked if we saw the altitude at MKAYE. At this time we were around 5;000 feet [and] the Captain selected 4;000 as we were being vectored around to re-intercept the LOC for 26L. Shortly thereafter we were cleared for the visual approach 26L. Vertical deviation. Selecting 3;000 when cleared for the approach instead of flying the transition altitudes. When cleared for the approach always fly the transition altitude unless directed by Approach to do otherwise. Better communication between the pilot flying and pilot monitoring.




Synopsis: EMB-145 First officer reported an altitude deviation occurred on arrival into IAH when they descended below charted altitude on the ZEEKK2 RNAV arrival.
Date: 201206
Local time of day: 1801-2400
Location: LIMC.Airport, FO
Light: Night
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Taxi
ATC / advisory: Ground LIMC
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Runway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued Advisory / Alert
Contributing factors: Airport; Human Factors; Procedure
Primary problem: Ambiguous

Narrative: ATC instructed us to taxi out to Runway 17R via P; W; and BW. We were never instructed to hold at the CAT II/III hold line. ILS CAT I arrivals were being conducted opposite direction to Runway 35L. Shortly before reaching the Runway 17R hold short point on Taxiway BW; ATC queried us as to why we had not held short at the CAT II/III hold line. We advised them that we had not been instructed to do so. There is a raised and lit sign alongside the 17R CAT II/III hold point that states '17R CAT II/III.' We could find no reference on the taxi chart or elsewhere of a specifically marked CAT I hold point for Runway 17R other than the 17R hold short point on Taxiway BW (though there is one for Runway 35L; it is co-located with the 35L CAT II/III hold point; see HS4). Neither could we find any reference to the 17R CAT II/III hold point being the normal hold short point for that runway in VFR/CAT I conditions. This was my (the Captain) first flight out of Milan. We could have clarified the hold short point with ATC; but we had no idea there was any need to do so. If ATC wanted us to hold at the CAT II/III hold point; they should not have included Taxiway BW in our taxi instructions since the 17R CAT II/III hold point is on Taxiway W some distance before reaching BW. If this is an expectation or common clearance given by Milan ground control then there should be some sort of notation made available to the flight crew in the charts or at least in the international flight planning notes.


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


Synopsis: Air Carrier flight crew reports being instructed to taxi to Runway 17R at LIMC via P; W; and BW. Approaching the 17R hold bars the crew is asked by Ground Control why they had not stopped at the Cat II/III hold bars.
Date: 202006
Local time of day: 1201-1800
Location: JVL.Airport, WI
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Initial Approach
Airspace: Class D JVL
ATC / advisory: Tower JVL
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Personal
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Engineer; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness; Confusion
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Airport
Primary problem: Airport

Narrative: I was the pilot not flying in my friends Aircraft X. We were coming from the east and were on a right base for Runway 36 which is blacktop and 75 feet wide. The other two runways at JVL are concrete and 150 feet wide. Aircraft Y I believe was on a left base for Runway 36 approaching from the west. Janesville does not have radar. We were expecting to follow Aircraft Y. The runway number for 36 was faded and hard to see. Runway 36 was hard to see because it is blacktop and half the width of the two concrete runways. The pilot of Aircraft Y apparently did not see Runway 36 and flew east towards Runway 32 which was closed. The Tower Controller had Aircraft Y do a 180 and fly west on a right base for 36. The Aircraft Y pilot did not see Runway 36 on his second pass and flew towards Runway 4. The Aircraft Y pilot was told to do another 180 on to a left base for Runway 36. He did not see Runway 36 a third time and passed about 100 feet under us. We turned final for Runway 36 and the Tower Controller identified us when my friend turned his landing light on. The Aircraft Y landed after we landed. When I called JVL Ground to depart the Controller immediately told me they were going to paint new numbers on Runway 18/36. He also suggested on the ATIS that pilots should have an airport diagram available when flying to JVL because Runway 18/36 is much harder to see than Runways 14/32 or 4/22.




Synopsis: Non-flying instructor pilot reported an NMAC while approaching to land. ATC informed the instructor's aircraft the conflicting aircraft was unable to find the correct runway due to worn-out runway markings.