elihoole/asrs-aviation-reports huggingface dataset:
Date: 201206
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: B747-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Approach
ATC / advisory: TRACON ZZZ
Aircraft component: Flap/Slat Indication
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Inside of thirty miles; started configuring aircraft for approach and landing. Selecting 5 deg of flaps with lever; noticed outboard flaps indicator split with one needle stuck at approximately 3 deg and the other needle oscillated back and forth between 3 and 10 degrees before settling at 10 deg. No asymmetric roll was noted at this time. Continued to configure for a flap 30 landing; with the outboard flap indicator stuck in a split condition. Needles were stuck in the 3 and 10 degree position. It was apparent that the outboard flaps had not extended due to the increased nose up pitch during approach. Due to landing with less than flight plan fuel; we elected to add 20 KTS to Vref to ensure controllability and continued approach and landed uneventfully. Left flaps extended after landing for Maintenance to verify flap position. During taxi in; the stuck indicator somehow freed itself; and the outboard flaps extended. Cause: Possible malfunctioning flap indicator.




Synopsis: B747-200 Captain reported outboard flaps showed a split and did not fully extend on approach. Possible stuck indicator freed itself on taxi in; allowing flaps to extend.
Date: 201306
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-32 Cherokee Six/Lance/Saratoga/6X
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Takeoff / Launch
Airspace: Class E ZZZ
Aircraft component: Cowling
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Distraction
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I landed for fuel; and as a precautionary measure to inspect the engine due to a solitary sound I heard in flight. While all engine indicators and monitors were in the green; I elected the cautious safe action. I removed the cowling with assistance; and replaced it after my inspection showed no abnormalities. After fueling; I preflighted the plane and proceeded to takeoff. Immediately on rotation; the right side of the cowling dislodged; remaining attached to the fuselage by the aft and left connections. My airspeed and altitude dictated insufficient runway remaining to land. I executed a series of turns to establish an approach to the runway; and executed a landing without difficulty. Determining that the cowling sustained damage in the forms of cracks in the fiberglass where it was displaced; I elected no further flight; hangared the plane and took the cowling for repair. Reflecting on the above events; I realize I missed the right two latches not being engaged in my preflight; causing the event. Contributing factors included distraction from my routine by others wishing to assist me. Future corrections will include completing my preflight in a sterile environment cleared of distractions.




Synopsis: The pilot of a Piper PA32 landed for fuel; and as a precaution removed the engine cowling to inspect the engine. Others assisted him in re-installing the cowling; but not having been latched properly; came loose just after takeoff and sustained damage; but did not depart the aircraft. The pilot immediately returned to land; and grounded the aircraft to await the necessary repairs.
Date: 201906
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: GPS & Other Satellite Navigation
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Human Factors; Environment - Non Weather Related; Aircraft
Primary problem: Aircraft

Narrative: After a delay of almost 3 hours due to the issues with the navigation satellites applicable to the CRJ; we departed for ZZZ. On climbout; ATC cleared us direct ZZZ VOR. We turned toward what we thought was ZZZ VOR; but discovered we were getting a big discrepancy in the readings between our moving map on the MFD and the VOR signal. We were flying in green needles. As we were figuring this out ATC alerted us that our heading was incorrect for ZZZ VOR and assigned us a heading. Requested vectors for the remainder of the flight. Issues with the navigation satellites applicable to the CRJ. Training in how to use Auto Tune during GPS inop operations.




Synopsis: CRJ-700 Captain reported navigational problems related to the FMS and GPS issues.
Date: 202109
Local time of day: 1801-2400
Location: ZZZ2.TRACON, US
Flight conditions: VMC
Light: Night
Aircraft: EMB ERJ 135 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class C ZZZ; Class E ZZZ3
ATC / advisory: Center ZZZ3; Tower ZZZ
Aircraft component: Autopilot
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; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Procedure; Aircraft
Primary problem: Aircraft

Narrative: The first strange thing the aircraft did was on departure at ZZZ; at 10;000 ft.; the GWPS system advised ' terrain pull up'. There was no terrain at that altitude or on our path. We were descending on the ZZZZZ arrival into ZZZ1; prior to reaching ZZZZZ1 intersection the aircraft Autopilot disconnected with a warning autopilot fail EICAS message. I hand flew the aircraft and had the PM (Pilot Monitoring) run the QRH. I continued on to the airport hand flying. Once we touched down the aircraft EICAS started to display many messages; Autopilot elevator mistrim; auto trim fail; autopilot aileron mistrim; and the pitch trim was moving full down on its own. Also there were some erroneous roll trim indications.Cause was total trim fail.Proper full inspection of aircraft in regards to these failures; we were very lucky these failures did not occur inflight so low to the ground during approach and landing phase.




Synopsis: Captain reported autopilot failed and disconnected on approach with false EGPWS warning. After landing; Captain reported multiple EICAS messages indicating a total trim failure.
Date: 201604
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Flight phase: Parked
Aircraft component: Tail Boom
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Human factors: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
Contributing factors: Procedure
Primary problem: Procedure

Narrative: During the process of doing the OJT portion of my Tail stand Training; I was asked to remove the Tail Stand from the Aircraft. As I removed it I observed the white Teflon tip came off and was affixed to the aircraft. At this point I became very concern especially since I'm a member of the Safety Team. I began to have an in-depth conversation with the trainers and I was made to understand that this is becoming more common. I was told in such situations aircraft maintenance is to be notified and they will remove it. That's fine! However what if the individual that removes it does not realize that the Teflon tip remains in the aircraft. If this aircraft is to take off with this Tip in and falls off later while in flight; can this become a FAA violation? It can also add FOD to runways; creating a serious hazard! Now on the other end what if an employee fails to do a user check prior to installing a Tail Stand without the Teflon tip? How much damage can occur to an aircraft fuselage without the Teflon tip? I guess it can be substantial.




Synopsis: A maintenance technician reported that after removing the tail stand it was observed the Teflon tip remained attached to the aircraft.
Date: 201412
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Night
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Fatigue
Anomaly: Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Human Factors
Primary problem: Company Policy

Narrative: The first officer and I was doing the head bobbing the last hour to hour and half flying the two leg all-nighter into ZZZ. I barely remember the flight as I was so tired. Please see all three fatigue reports on this same sequence of two leg all-nighters. One leg all-nighters are hard enough on your body to safely fly but two leg all nighters are absolutely unsafe and we should never be scheduled to fly them.Our company should never schedule two leg all-night trips; especially with two man cockpits. it is an accident waiting to happen. Please address this now!




Synopsis: An A321 Captain addressed his concerns about the fatigue induced by multiple leg all night flights.
Date: 202007
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Mission: Training
Flight phase: Final Approach
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Second aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Reporter organization: FBO
Reporter function: Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Communication Breakdown; Situational Awareness; Time Pressure
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: My student and I were doing pattern work at ZZZ and there was Aircraft Y waiting to take off who was also staying in the pattern. We did a touch n go and Aircraft Y took off almost right away after we took off. We flew a left hand pattern and Aircraft Y was right behind us. We did another touch n go and Aircraft Y had to go around because he did not give us proper spacing for him to land behind us. He did not announce that he was going around until we were already on the upwind. At about 500 ft. AGL as we got ready to turn left cross wind; I saw Aircraft Y within 500 ft. of us horizontally. I took the controls from my student and started a left turn away from him and got us on the downwind. We were going to do one more landing then depart. As we got abeam the numbers; and started our descent; about to turn base I hear Aircraft Y call out that he was turning left base and I saw him cut us off. I decided to climb out and depart the airport after he did that. I think that the contributing factors were Aircraft Y not having situational awareness of what was going on around him even though we were making all the appropriate radio calls.




Synopsis: Instructing Pilot reported a NMAC with another small aircraft during traffic pattern work with student.
Date: 202112
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Airspace: Class B ZZZ
ATC / advisory: Ground ZZZ
Aircraft component: Powerplant Lubrication System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Other Person
When detected: Taxi
Result: Flight Crew Returned To Gate; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While taxiing out for takeoff; aircraft behind us reported to ZZZ ground control that our right engine was on fire. ZZZ ground control informed us; rolled ZZZ Aircraft Rescue Firefighting (ARFF); and had us turn east onto taxiway 1 and park. All engine indications were normal throughout the event. We turned off of '1' taxiway onto '2' taxiway; set the brake; requested assistance; and secured the right engine. ZZZ ARFF looked over the aircraft and reported that everything looked normal. We taxied to gate XX with ARFF escort.Maintenance informed us that there was an oil seal issue with the right engine. The fire occurred when the oil that was pooling in the tailpipe ignited.  They said it was called 'candle wicking' and it was a term referenced in their manuals.




Synopsis: While taxiing for takeoff; Captain reported that another aircraft crew observed an engine fire on their aircraft. The crew of the taxiing aircraft shut down the engine; and after inspection; taxied back to the gate.
Date: 201911
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Dusk
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Aircraft component: AC Generator/Alternator
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Other / Unknown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Procedure
Primary problem: Procedure

Narrative: Upon postflight; it was noticed that there was a large amount of oil from the left nacelle. The mechanics in ZZZ discovered that the service caps for the left IDG were left off allowing oil to escape for the duration of our ETOPS flight.




Synopsis: B767 Captain reported IDG service caps were not installed prior to ETOPS flight; allowing oil to leak out.
Date: 201904
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 6
Light: Dusk
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Student
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Took Evasive Action
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: I attempted to complete my first solo flight in a Cessna 172. In preparation; my instructor and I; completed four takeoffs and landings with no issues. Once this was complete; I dropped him off at [FBO] and continued on to complete the solo flight. I completed all checklists and ensured everything was correct. Everything appeared to be perfect after takeoff to turning final.After touching down on the runway; I noticed the plane started to veer off to the left. I attempted to correct for this by adding right rudder and left aileron to combat the turning. After this failed; I was already in the grass. I tried to tap the brakes but once I did I was already in the ditch and everything came flying forward. After that; I remember being a little disoriented and coming to my senses and got out of the aircraft and started walking towards the runway. I was met by airport EMS and was transported to the hospital to be checked out. I sustained only minor facial and hand abrasions with some small swelling in the lips. I was released from the hospital.




Synopsis: Student pilot reported a runway excursion.
Date: 201508
Location: BIL.Airport, MT
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class C BIL
ATC / advisory: Tower BIL
Aircraft component: Speedbrake/Spoiler
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural MEL / CDL; 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; MEL
Primary problem: Aircraft

Narrative: On approach; but prior to landing; the FO requested gear down and flaps full. I selected the requested configuration requests and the aircraft began to shake. I recycled the brakes and brought the flaps back to position 3. I stowed and rearmed the speed brakes prior to selecting gear down and flaps full. Again the aircraft began to shake pretty violently. A firm but safe landing was accomplished. We taxied to the gate and I contacted maintenance and advised them of what just occurred. I also briefed the receiving crew. Upon investigation by local maintenance; it was discovered that we landed with speed brakes 1 and 3 deployed. They were supposed to be locked down prior to leaving the hangar in Denver (they were deferred). I spoke to [maintenance] after learning what happened and was told that the mechanic left the spoilers in Maintenance mode. They were not set for flight. As such; they deployed when they were supposed to be locked down.




Synopsis: A320 Captain reported noticing vibration in flight when flaps were extended that was found to be speed brake panels deployed in flight because they were not locked down in accordance with the MEL.
Date: 201701
Local time of day: 1201-1800
Location: CRQ.Airport, CA
Flight conditions: VMC
Weather elements / visibility: Turbulence; 50
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Cruise
Airspace: Class E SCT
ATC / advisory: TRACON SCT
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Clearance; Flight Crew Took Evasive Action
Contributing factors: Weather
Primary problem: Weather

Narrative: On V460 about 15 miles from JLI VOR; ATC cleared us from KARRO to ESCON at 10;000 feet. As we proceeded along the route; I noticed our airspeed start to drop. Simultaneously; my student raised the nose to maintain altitude. He increased power to full. After about 10 seconds; we had lost 200 feet. I told Socal approach that we were encountering some downdrafts and were unable to maintain altitude at the moment. After another 10 seconds we were descending through 9;500 feet with the VSI reading approximately 1;800 fpm down. Approach asked if we had made it out of the downdraft; I told him that it appeared to be a mountain wave; and that we were in an extremely strong downdraft and we were unable to maintain our altitude. He told us to turn right heading 060 in an effort to get us out of the wave; but it only made matters worse. Seconds after we made the turn we were passing through 8;000 feet. Approach advised us of the terrain nearby; and that we were well below the MEA. We asked for a right turn to approximately 100; which he approved. As I had hoped; we were able to get into the rising air from the mountain wave; and were able to climb back up to altitude. Almost. We got into another downdraft shortly thereafter. My student and I worked with approach to get clear of the turbulence and downdrafts. We were able to proceed without further incident. We went from 10;000 feet to just over 7;000 feet in about 2 minutes. Once in the sinking air; it was incredibly smooth. The winds were forecast to be out of the northeast at 30 knots; and there was no report of any windshear or downdrafts. The VFR sectional points out that severe turbulence and up/downdrafts can be encountered when high wind speeds are prevalent; but it's not mentioned on the IFR Low Enroute chart. Had that note been on the IFR chart; my student and I would've picked a different route. Also contributing was the fact that we both got online weather briefings. It would've been smarter to talk to a local weather briefer who could inform us of the possibility of the downdrafts along that route with the strong winds aloft. I have since begun more extensively reviewing VFR charts prior to flying IFR.




Synopsis: C172 instructor pilot reported extreme downdrafts in the vicinity of JLI VOR.