elihoole/asrs-aviation-reports huggingface dataset:
Date: 201312
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Cessna 310/T310C
Operator: Personal
Operating under: Part 91
Flight phase: Parked
Reporter organization: Personal
Reporter function: Technician
Reporter qualification: Maintenance Inspection Authority; Maintenance Powerplant; Maintenance Airframe
Human factors: Situational Awareness; Time Pressure; Communication Breakdown; Distraction
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Returned To Departure Airport; General Flight Cancelled / Delayed
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: During troubleshooting of the cabin heater; located in the Nose Wheel Well (NWW); both Nose Landing Gear (NLG) doors were disconnected to gain access to the heater and components. One Mechanic was working on the heater; I was working on the Right engine. We were trying to get the aircraft back to service so the owner could use it for the holidays. It was on a weekend and we finally finished up the job late in the day. The other mechanics had left; only myself and an assistant were still at work. I pulled the aircraft out of the hangar for a post maintenance run-up; and to return it to the customer's hangar. I then returned to the Maintenance Hangar and completed the paperwork and log entries. It was getting late; and past time to go home. I notified the customer that the aircraft was ready. The aircraft flew a few days later in December and the landing gear would not retract properly. The landing gear was selected 'Down' and would not downlock. Two other attempts were made to extend the gear and it finally downlocked. A routine landing was made with no incident. There was some damage to the nose landing gear doors. I believe one section of the job was not completed due to the Mechanic being pulled off to another job. I trusted the Mechanic to do his job; and did not catch the disconnected doors as I pulled the aircraft out of the hangar. To keep this from happening; an orange streamer should have been attached to the nose gear door actuator arms to call attention to the doors; with the mechanic's name on it; to be removed only by that mechanic.




Synopsis: An Aircraft Maintenance Technician (AMT) reports a Cessna 310 aircraft returned to field after the Nose Landing Gear (NLG) would not retract. He failed to notice that both NLG door actuator arms had not been reconnected by another Mechanic who had been working on a cabin heater located in the NLG wheel well.
Date: 201901
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: SA-227 AC Metro III
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Maintenance Action
Contributing factors: Weather
Primary problem: Weather

Narrative: It was extremely cold; -26 degrees on the ramp. At shutdown we put engine blankets on hoping that on our 4 hour wait these would contain enough heat for subsequent start. We did not have engine heat cords onboard. Heated hangar space was not available at that time. Two turboprop aircraft attempted engine starts unsuccessfully prior to our attempt. Each of those needed to be heated in a heated hangar in order to start. On our start attempt; the engine hung at about 600 degrees EGT and 40 percent. We followed hung start procedure. We next discussed starting techniques with Company Maintenance personnel; but the engine wouldn't start in its cold soaked state. We asked FBO attendants if heated hangar space was available. At that time it wasn't; but would become available in 2 hours. Having watched the other aircraft start after being heated; I was confident that this was not a mechanical problem; rather a case of extreme cold. With enough time to warm the engine; I understood that it would start and function normally. Because of the delay required to warm the engine; Company decided to pick up our passengers in another aircraft dispatched from headquarters. It was also decided by Company to send mechanics to our aircraft as well. The aircraft was then placed in a heated hangar and the flight crew left the airport to rest.During our period away; it is my understanding that our maintenance personnel started the warmed engine having performed no maintenance. They ran the engine and detected no mechanical issues. The aircraft was kept warm until the flight crew returned. We were able to start the engine and operate it normally after it had been warmed. I never considered entering a maintenance entry in the aircraft logbook because I didn't interpret this as a mechanical problem nor did I request maintenance personnel. The engine started and operated completely normally when warmed.I would suggest that when we fly to destinations experiencing such extreme cold temperatures that we arrange for the aircraft to be stored in a heated hangar until we are ready to board the aircraft. At the least; Company should consider coordinating with local FBO so that crew can plug in the installed engine heaters.




Synopsis: SA-227 Captain reported he was unable to start the engines because of the extreme cold ambient conditions on the ramp.
Date: 201308
Local time of day: 0001-0600
Location: SAEZ.TRACON, FO
Flight conditions: VMC
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
ATC / advisory: TRACON SAEZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Human-Machine Interface
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Aircraft Equipment Problem Dissipated; Flight Crew Requested ATC Assistance / Clarification; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were level at 5;000 feet approaching ARSOT intersection.  We were cleared the ILS11.  They were reporting a 4 KTS tailwind and the airport had just changed from Runway 29 to Runway 11.  As we were turning to intercept the localizer the autopilot kicked off and the airplane yawed.  We identified the right engine failing.  The engine instruments were winding down and we had a right engine fail EICAS message.  We were at Flaps 1 and at 210 KTS.  The Captain took control of the airplane and called for the checklist.  I pulled up the Right Engine Fail checklist.  We started doing the immediate action items.  We did the autothrottle arm switch - right - confirm- off.   As we were getting to retarding the throttle the auto-relight [system] restarted the engine; the throttle was advancing and the engine had restarted.  We abandoned the right engine fail checklist and reconnected the right autothrottle arm switch.  At this time both engines were running and the Captain made the decision to continue the approach.  We declared an emergency; told ATC that we had lost an engine but had restarted it and asked to be met by ARFF.  Now we noticed we had a TAC [Thrust Asymmetry Compensation] Failure checklist to complete.  We accomplished that checklist and the TAC re-engaged.  We also had a status message R Engine Control.  We finished the descent checklist (we still had not gone through transition) and configured the airplane for landing.  We discussed changing the flap setting to 25 but decided with the tailwind 30 would be better.  We accomplished the before landing checklist.  We landed uneventfully and taxied to the gate.




Synopsis: While configuring for approach the flight crew of a B777-200 suffered a right engine failure.  Before they could complete the engine fail checklist the auto-relight system restarted the engine and the flight crew continued to land after declaring an emergency and requesting CFR in case the situation deteriorated.
Date: 201204
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Caravan 208B
Operator: Corporate
Operating under: Part 135
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Taxi
ATC / advisory: Tower ZZZ
Aircraft component: Normal Brake System
Component problem: Failed
Reporter organization: Corporate
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Troubleshooting; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: Taxi
Result: General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Upon blocking out of parking spot; did a brake check. Entered Taxiway A; winds reported 050/19G33; weight of aircraft 6;700 LBS. Just past Taxiway B; aircraft started to veer to left. [I] used right brake to try and correct back to centerline of taxiway A; no response from brake. Used both brakes to try and bring aircraft to a stop in addition to reverse throttle. Aircraft continued to veer 90 degrees to the left. Shutdown engine; advised Tower. [I] did shutdown checklist; chocked aircraft; and inspected brakes and hydraulic reservoir. Everything appeared to be OK. No trace of skid marks from braking. Company flew in with maintenance team and tow bar. Master cylinders removed for inspection upon return to our maintenance base. New master cylinders installed. [I am] waiting outcome of master cylinder inspection at headquarters. Not able to duplicate although Chief Pilot mentioned in debrief that the aircraft has a history of unexplained brake failures with deviations/excursions from taxiways and runways.




Synopsis: A C208B brake system failed after taxi-out resulting in a hard left turn; so the pilot used all available braking to bring the aircraft to a stop. Previous brake failures were reported.
Date: 201605
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: PA-23 Apache/Geronimo Apache
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Cruise
Airspace: Class E ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Instructor
Reporter qualification: Flight Crew Multiengine; Flight Crew Commercial; Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Situational Awareness; Training / Qualification
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Inflight Shutdown; Flight Crew Diverted; Flight Crew Landed in Emergency Condition
Contributing factors: Human Factors; Aircraft
Primary problem: Human Factors

Narrative: A regular flight training client of mine frequently buys and sells planes mostly for the purpose of giving his teenage son as much time in as many types as possible in preparation to meet the 1500 hour requirement for airline employment. For that reason; I have learned several types of airplanes and we frequently take trips to build the son's time. This trip was to deliver his wife and daughter to their cruise ship. In my Aztec checkout; the fuel system and fuel selector were not discussed except to make sure the selector was definitively in its detent. The fuel system diagram does in fact show inboard and outboard tanks as separate...an important detail that I missed in my hurried studying. The Senecas I had flown only offered 'on' and 'off'. I assumed; incorrectly; the Aztec was the same. [In flight] the left engine partially quit. After a moment of analysis; we opted to head straight for the nearest airport. On base or final; the right engine quit. We touched down just short of the pavement; but coasted to a stop; even rolling out far enough to turn onto a taxiway. The outboards were dry; the inboards were full. We didn't know to switch.The main contributing factor to this event was the fact that it was my first long flight in this plane. I felt pressured and rushed to squeeze in 5 hours of flight time in the week before delivering 'the girls' to their cruise. Had I been any more rushed; I would have cancelled. I was just on the edge of being able to handle it; so I made the call the day before that we would fly. Obviously; it was just a little too much for me.




Synopsis: PA-23 pilot reported safely landing at a nearby airport following dual engine failure after running the outboard tanks dry and not knowing how to select the inboard tanks.
Date: 201412
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
ATC / advisory: Ground ZZZ
Aircraft component: Oxygen System/Crew
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Time Pressure
Second reporter function: First Officer
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure; Environment - Non Weather Related
Primary problem: Human Factors

Narrative: I was contacted by the Chief Pilot on Call on (date) about a possible missed preflight check item on an aircraft we flew on (date) and that was discovered by another Crew on (date). The discrepancy had to do with the oxygen system preflight check. We flew the aircraft in question for three legs on (date). I performed the oxygen preflight check each leg (as per our manual) and noticed no discrepancies. It was later discovered by the Crew on (date) that there was a drop in pressure; and they had Maintenance check the system and apparently the oxygen bottle valve was discovered to not be fully open. When I performed my checks on (date); I did not notice any discrepancies. It is possible I was distracted by events during boarding since it was just prior to XXXXXX; however I did the check each leg and noticed nothing wrong. I discussed the check with the Chief Pilot on Call and we talked about the time frame needed for a discrepancy to be seen. I do believe I tested it long enough for it to show up. I will redouble my efforts to make sure that I am testing the system for the required time and keep a closer eye on the pressure gage while performing the test.


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


Synopsis: An air carrier aircrew flew three legs with an oxygen system bottle not fully opened. The discrepancy was discovered later by another aircrew.
Date: 202201
Local time of day: 1201-1800
Location: D01.TRACON, CO
Flight conditions: IMC
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B DEN
ATC / advisory: TRACON D01
Aircraft component: ADS-B (Automatic Dependent Surveillance - Broadcast)
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: General Maintenance Action
Contributing factors: Aircraft; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: On the arrival into Denver at 12;200 ft. in the vicinity of KARVE intersection lost ADSB reporting. ADSB reporting fault 1 and 2 ECAM. Over DYMON at 8;200 ft. lost GPS on all three systems. Reported loss to ATC and continued the approach. Accomplished maintenance write up.




Synopsis: Air carrier Captain reported loss of ADS-B and GPS on arrival into DEN.
Date: 201306
Local time of day: 1801-2400
Location: ZZZ.TRACON, US
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Climb
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Hydraulic System Pump
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After departure; just as we performed the after takeoff checklist; we were alerted by ECAM of low Blue Hydraulic Pressure. A review of the hydraulic system revealed that the pressure was 0 PSI due to the failure of the electric pump. We completed the appropriate checklist; contacted Maintenance and Dispatch and returned to [departure airport] for an uneventful landing.




Synopsis: A319 Captain reported a loss of blue hydraulic system shortly after takeoff due to a pump failure. Flight returned to departure airport.
Date: 201207
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: B737-300
Operator: Air Carrier
Operating under: Part 121
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Attitude Indicator(Gyro/Horizon/ADI)
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Maintenance
Detector: Person Flight Crew
When detected: In-flight
Result: General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: On a ferry flight; part of the instrument panel on the Captain side came out during rotation. Specifically; the attitude indicator and the RMI came out as one piece. This occurred just prior to rotation at about 95 KIAS. The panels' four locking bolts may not have been secured and came out due to the acceleration and rotation of the aircraft. After passing control to the First Officer; I was able to stabilize the panel so it would not interfere with the yoke. When safely airborne; the Company Maintenance individual onboard was able to advise us how to secure the panel. Panel was secured in-flight and no further action was necessary.




Synopsis: B737 Captain reports the attitude indicator and the RMI sliding out of the instrument panel on takeoff for a ferry flight. Control is passed to the First Officer and the components are held in to prevent interference with the yoke;then properly secured prior to landing.
Date: 201602
Local time of day: 1801-2400
Aircraft: Caravan 208B
Operating under: Part 91
Mission: Personal
Flight phase: Parked
Aircraft component: Cowling/Nacelle Fasteners; Latches
Component problem: Improperly Operated
Reporter organization: FBO
Reporter function: FBO Personnel; Lead Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant; Maintenance Inspection Authority
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: In-flight
Result: General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: A Cessna 208B type aircraft was in the Maintenance hangar undergoing troubleshooting for faulty fuel flow indications. The indicator proper did not fix the issue; so we had discussed re indexing the transmitter to obtain a smoother reading. The work performed required us to open the RH upper cowl.  Having re indexed the transmitter; performed a successful run and leak check; the mechanic performing the work then applied safety wire to the transmitter per the [manual]. This is a [inspection] item; and I performed the visual post maintenance inspection on the transmitter. I closed the cowl; but do not recall latching it. The airplane was then released for a check flight. An hour or so later a pilot arrived to perform the check flight. Being aware that the flight was for the transmitter maintenance; he took off. Upon take off; the RH cowl door came open and remained open for the rest of the flight.  An emergency was not declared; and the pilot landed safely. I came back up to the hangar to inspect the plane and speak with the pilot.  The pilot then informed me he had performed a satisfactory preflight; and had checked the cowls secure. The damage to the aircraft is negligible; with small amounts of paint exchanged. No damage to the RH upper cowl was noted. The aircraft was returned to service.I was informed by telephone after the pilot had returned from the check flight. The pilot had reported it to the lead night shift mechanic; who then reported it to me.  The event occurred most likely due to distractions on my part. As [the] inspector; I was the last person to visually inspect the aircraft out of maintenance.  I did not verify the latches locked on the cowl after inspecting the work performed.  The aircraft was brought into the hangar and [maintenance control] informed.  I then sought out the pilot to get the details of the flight.  The aircraft was then inspected visually for damage.  Only slight; negligible damage was noted; and the aircraft was then released for service.  I was focused on too many tasks to properly carry out the duty of [the] inspector.  I had become distracted by other tasks on hand; and should have delegated the [inspector] to another mechanic.




Synopsis: After performing maintenance on this airplane; the Maintenance personal neglected to properly latch the Right Hand upper cowl.