elihoole/asrs-aviation-reports huggingface dataset:
Date: 202104
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Cloudy; 3
Light: Daylight
Aircraft: Super King Air 200
Operating under: Part 135
Flight plan: IFR
Flight phase: Initial Climb
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Inverter
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine
Human factors: Troubleshooting; Distraction
Anomaly: Aircraft Equipment Problem Critical; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
Result: Air Traffic Control Provided Assistance; Flight Crew Became Reoriented; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Departure Airport; Flight Crew Landed As Precaution; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Immediately after takeoff the #1 inverter failed. I inadvertently switched off the avionics master instead of the inverter switch I was intending to bring the backup inverter online. As we were in a turn to assigned heading and just starting to enter the clouds; I reduced power to stop the climb and stay below the clouds and continue back towards airport while I sorted things out. I saw the airport and by that time had my avionics back and had switched to the other inverter. I contacted the Tower and informed them I had an electrical problem and was requesting to return for landing. I was in a little too tight to land on runway XX which was the runway I had just taken off from so I requested to enter a left downwind for runway XY as there was basically no winds. The ceiling I believe was probably ragged between 500-700 feet above the ground...approximately 1100-1300 MSL. I got a little low on the downwind leg and received numerous 'don't sink ' warnings but didn't want to climb back up the extra 100-200 feet for fear I might pop in the clouds as I wasn't exactly sure what the bases were in the confusion of the moment. Visibility was good and I am based at ZZZ and am aware of the surroundings. That being the case I elected to continue at my present altitude of 1000 feet (400 AGL) turn base and final and land which I did uneventfully. I probably should have climbed up a little but didn't. I was visual the whole time during when the warnings were issued and wasn't too concerned other than to not descend below 1000 feet MSL till on final. The weather was reported to be 1100 broken but I believe it was less. Visibility reported at 3 miles which I would agree with.




Synopsis: BE-200 pilot reported loss of the Number 1 inverter resulted in a return to the departure airport.
Date: 201406
Local time of day: 1201-1800
Location: DTW.Airport, MI
Flight conditions: VMC
Light: Daylight
Aircraft: Medium Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B DTW
ATC / advisory: TRACON D21
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Distraction
Anomaly: Conflict Airborne Conflict; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Ambiguous

Narrative: We were being vectored by DTW Approach Control approximately 18 NM northeast of the field on a base leg. We spotted what first appeared to be a cluster of balloons; however; as we got closer it appeared to be a drone. We were at 7;000 FT MSL and it was south of our course approximately 7;500 FT MSL. We reported our sighting to approach and continued without any incident. The drone was never close enough to our aircraft to be a significant threat.We wanted to report the incident to make others aware of the threat.

Callback: The aircraft appeared to be black and white or grey with four rotors on posts of an aircraft approximately 4 FT square. The flight conditions as the time of the sighting were VMC above a broken to overcast 4;000 FT ceiling in DTW Class B airspace.



Synopsis: An air carrier pilot reported sighting a UAV while on approach vectors approximately 18 NM northeast of DTW at 7;000 FT above a 4;000 FT ceiling. The UAV was propelled by 4 rotors on the corners of an aircraft approximately 4 FT square.
Date: 201901
Local time of day: 1201-1800
Location: ELP.Airport, TX
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight phase: Initial Approach
Airspace: Class C ELP
ATC / advisory: TRACON ELP
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: ELP primary Runway 4/22 NOTAMed closed. We anticipated landing on Runway 26L. We received ATIS ELP landing via visual approaches to Runway 8R. We briefed the visual with an offset to the south to account for rapidly rising terrain west of the airport. We failed to adequately brief the Safety Alert notice which recommends arrival via the Runway 4 RNAV with a visual transition to Runway 8R. We conducted a visual approach with an offset from the Runway 8R centerline to the south but not as far to the south as the RNAV Arrival. Runway; terrain and obstacles in sight for the entire approach. Crossing over the ridge line; we received 'Caution Obstacle' warning from the GPWS and a verbal caution from the Tower. Visually verified terrain and glide path. Continued approach to an uneventful landing; taxi in; and shutdown.




Synopsis: B737 Captain reported receiving a GPWS alert on a visual approach to Runway 8R at ELP.
Date: 201810
Local time of day: 1201-1800
Location: TWF.TRACON, ID
Aircraft: Small Transport
Flight plan: IFR
Flight phase: Descent
Airspace: Class D 
ATC / advisory: TRACON TWF
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Air Traffic Control; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: ZLC called to coordinate Aircraft X on VOR A approach to ZZZ. ZLC said they would clear the aircraft on the approach and then ship the aircraft to TWF for arrival to ZZZ. Aircraft checked on with me and verified that ZLC had cleared on the approach. A few minutes later ZLC called and said they observed the aircraft was descending and said they may need a low altitude alert. Altitude alert was given to the aircraft and altitude to maintain and the aircraft said the terrain was in sight and was providing visual separation from terrain. Brasher warning was issued and Aircraft X arrived at ZZZ without further incident. I called ZLC afterwards and ZLC said they had issued the approach clearance to the ZZZ airport. They did not include a crossing restriction for the aircraft to the IAF; rather they thought the pilot would adhere to published altitudes on the airway until reaching the IAF. In the future; I will probably not issue an approach clearance or approve an approach clearance without providing altitude guidance to the IAF regardless of route.




Synopsis: TWF controller reported an IFR handoff; improperly cleared for an approach; resulted in a descent below the MVA.
Date: 202012
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: None
Flight phase: Parked
Aircraft component: FMS/FMC
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Human factors: Human-Machine Interface; Other / Unknown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General Maintenance Action
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Human Factors

Narrative: Captain reported that the CPDLC [Controller-Pilot Data Link Communications] accept and reject buttons were switched; this caused 2 occasions of erroneous reject responses being sent to ATC. On arrival switches were confirmed in the wrong place (IPC (Illustrated Parts Catalog) 31-10-51-02) and switched back (SWPM (Standard Wiring Practices Manual) 20-84-13). This report is to raise awareness that these switches can be inadvertently transposed.




Synopsis: Maintenance reported that CPDLC buttons were reversed.
Date: 201506
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Parked
ATC / advisory: Ramp ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Observer
When detected: Aircraft In Service At Gate
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I had just completed my initial cockpit safety check when our jumpseater notified me that we had fuel leaking out of the wings. I turned the battery switch off (the only switch I thought I had moved) and checked the fuel synoptic page. It showed fuel being dumped out of the plane! I checked the fuel dump switch and found that it was on; and immediately turned it off. This stopped the fuel dump. I notified ramp tower of our spill; they said they would send emergency equipment/fire coverage. I called maintenance; and then the duty officer. Fortunately no one was in the area of the fuel spray; but several cans of cargo and a tug were soaked with fuel. I did not think I had turned the dump switch on; but maintenance confirmed that the dump switch would dump fuel even with the battery switch off; so I must have. I know our jumpseater brought some bottles of water up to the cockpit; and that is also about the time you often get an ACARS prompt after initializing it. All I can think of is I was distracted during that overhead panel check and turned the dump switch on by mistake as if it were the battery switch (both have clear guards over them). The fuel spill was cleaned up; and maintenance did a check of the fuel system and signed off my [aircraft release] write-up. I talked again with the Chief Pilot and Dispatcher before we departed for [destination] about 40 minutes late. My First Officer had been doing his walk around when the dump started; and thanks to him racing up to the front of the plane to notify me (through the jumpseater) the spill wasn't as large as it could have been.Inattention to detail. Distraction? Even being distracted I shouldn't have made this error. Putting my hand on a switch that I am 'checking' but should never reposition? I was not rushing; and I didn't have the typical excuse of it being [early morning] and tired. It was [afternoon]; sunny; and I was rested. Better attention to detail. Finish a panel flow completely before you turn away to handle something else. Don't touch the fuel dump switch; ever; unless you intend to dump fuel. Just check it visually without 'pointing at it' or putting your finger on it. Has anyone else ever done this? Maybe the dump switch should be safety wired; or disabled when the airplane is on the ground by a squat switch.




Synopsis: MD-11 Captain reported he inadvertently activated the fuel dump switch at the gate; spilling fuel on to the ramp.
Date: 202008
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
Mission: Training
Flight phase: Initial Approach
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Exhaust Pipe
Component problem: Failed
Reporter organization: Personal
Reporter function: Instructor
Reporter qualification: Flight Crew Flight Instructor
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On the missed from practice approach; we were leveled at 2;000 ft. getting vectors to final for the next approach - when suddenly; banging noise was heard from the engine as well as vibrations. All the engine instruments were green. I asked to cancel the practice approach and wanted to go back to ZZZ. At the time we were 7 NM southwest of the field.Upon contacting the Tower I requested for a full stop landing on Runway XX. Since winds were 210 / 05 kts. with few to no traffic at the time; Tower accepted my request. I then informed Tower of my engine trouble [and] Tower asked me [about] souls on board and fuel remaining. After giving the information we lined up for a 3 mile final [on] Runway XX and landed safely with no incidents. We taxied back on our own power back to the Ramp. Once we had shut down the engine; upon opening of the cowling we saw [that the] exhaust pipe of Cylinder #3 broken. We squawk'd the plane.




Synopsis: Flight Instructor reported encountering engine anomalies on approach and returned to the departure airport.
Date: 202012
Local time of day: 1801-2400
Location: TJSJ.Tower, PR
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
ATC / advisory: Tower TJSJ
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: Inflight Event / Encounter Laser
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While being vectored over the water to the final approach course for TJSJ Runway 10 we noticed a momentary bright green LASER pointed directly at the flight deck from the 1:30 clock code at approximately 8 miles from our location. The source of the green LASER appeared to be from the center of the beach shore line (290 degrees magnetic at 15.8 miles from the SJU VOR at the town of Dorado. We notified ATC (Air Traffic Control) San Juan Approach of the LASER strike; and the Controller responded with words to the effect of; 'Roger; this happens all the time.  Were there any injuries?'  My F/O (First Officer) responded; 'No injuries (that we know of).' This is the second green LASER strike I have experienced while flying into TJSJ; during the past two months. Is there any way we can request that the authorities in San Juan look into these all too frequent green LASER strikes to commercial airline aircraft?The risks are as follows:1. A Pilot's eyes can be injured by the LASER.2. A Pilot may be temporarily blinded resulting in the inability of the Pilot to properly operate the aircraft.3. The LASER strike may cause a momentary distraction which could result in Pilot error.4. More aggressive; continuous LASER energy directed at the flight deck while the aircraft is on short final to landing could result in the Pilot losing situational awareness requiring a missed approach; or worse; loss of aircraft control and a mishap (crash).




Synopsis: Flight Crew reported laser pointed into cockpit on approach to TJSJ.
Date: 201905
Local time of day: 0601-1200
Location: DEN.Airport, CO
Flight conditions: VMC
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B DEN
ATC / advisory: TRACON D01
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: At 9000 ft on a vector north to land Runway 16L. RNAV Z to 16L was advertised on ATIS and was briefed and loaded in FMC. About 15-20 miles from airport Approach Control asked if we had the field in sight; we did not and replied 'No'. Minutes later they gave us a turn to intercept the localizer final to 16L. We commenced the turn to the heading but the clearance was given way too late and we were already passing the localizer course; and we had the RNAV Z programmed in the FMC; so we had to get the frequency and course for the localizer quickly input. Saw the field and told Approach we now had the field. They cleared us [for] the visual and asked if we had the runway; we stated we did but had to correct back to course. We were still a long way out and no traffic issues or concerns but went past the localizer course due to the last minute vector. Approach was obviously expecting us to pick it up visually but we didn't see the field initially. Flew normal visual final approach and landed without issue.




Synopsis: B737NG Captain reported a track deviation occurred when ATC issued a late clearance to intercept the DEN 16L localizer.
Date: 202101
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Situational Awareness; Training / Qualification
Second reporter function: Technician
Anomaly: Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Maintenance
When detected: Other Maintenance
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was performing a functional test of the stall protection computer. On step XX; the task tells you to put the aircraft in the weight off wheels configuration. On the first page of the task for putting the aircraft in the weight off wheel configuration you are told to pull and tag Circuit Breakers (CB): CB P-1; A12; A13; A14; G14; & CB P-1 lower U7. On the second page to pull and tag CB P-1 lower T7; T8; T9; CB P2; N6; H8; CB P2 lower S1; V5 and CB P-5; B10.I pulled the circuit breaker on the first page but failed to pull the circuit breakers on the second page of the task. On the next step on the functional test of the stall protection computer you are told to set the air data test set to 90 kts and the altitude to 18;000 feet. During this step is when we noticed smoke coming from the left pitot probe. I ran out to check the pitot probe and saw that I melted the pitot probe test head to the pitot probe. I quickly removed heat from the pitot probe.To pay more attention to the Aircraft Maintenance Manual and to double check all the correct circuit breakers are pulled.


Second narrative: While performing a functional check of stall protection system we were required to put aircraft in weight off wheels and put aircraft at 18;000 feet and 90 kts using pitot static test set. During the test; the test head on the LH (Left Hand) pitot static probe was melted to the probe.While performing the test I looked up and saw smoke coming from LH side of nose.My partner found the task in the AMM (Aircraft Maintenance Manual) and pulled breakers but failed to read far enough down and only pulled the breakers for the RH pitot static probe. Causing the heat to still be on to the LH probe.We quickly removed heat from probe.Pay more attention to AMM task and I should have double checked the CBs my partner pulled.


Synopsis: Aircraft technicians reported the pitot probe test head melted onto the pitot probe while performing a test of the stall protection computer.