elihoole/asrs-aviation-reports huggingface dataset:
Date: 201606
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Dusk
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: FMS/FMC
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Confusion
Second reporter function: First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: Flight Crew FLC Overrode Automation; General Maintenance Action
Contributing factors: Aircraft; Incorrect / Not Installed / Unavailable Part
Primary problem: Incorrect / Not Installed / Unavailable Part

Narrative: We obviously missed it on the first leg; however; during the Before Pushback Checklist in ZZZ; I noticed the thrust reduction altitude for the autothrottles on takeoff 2/2 was 1500 AGL. I asked the First Officer to correct the issue. Flight continued uneventfully. Same thing happened again in ZZZ1. We again corrected the issue.After discussion with the First Officer during the flight; I felt a call to Maintenance to discuss the issue was appropriate when we arrived in ZZZ1. I contacted Dispatch; who patched in Maintenance Control. They had Station Maintenance come out to resolve the issue. I have written an incident report on the debacle that ensued getting the FMC software installed; but of note; it was also discovered that the wrong VNAV logic (FULL GEO versus APP GEO) was also installed/selected.


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


Synopsis: B737 flight crew reported an FMS anomaly in its database resulting in non-standard power reductions after takeoff.
Date: 201908
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: FMS/FMC
Component problem: Malfunctioning; Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Distraction
Anomaly: Aircraft Equipment Problem Critical; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Overcame Equipment Problem; Flight Crew Regained Aircraft Control; Flight Crew Requested ATC Assistance / Clarification; Flight Crew FLC Overrode Automation; Flight Crew Became Reoriented
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Cruising at [Flight Level] 360 with AP2 engaged (this was the First Officer's leg and he was returning to his seat from a lav break). FMGC2 screen blanked and the AP commanded an aggressive descent as if it was attempting to catch a descent path. I disconnected the AP/AT and leveled off at 34;800 [feet]; the First Officer notified ATC of our altitude [and] we were re-cleared to climb to [Flight Level] 360. We reengaged AP1 and AT and climbed back to [Flight Level] 360. FMGC2 screen blanked out numerous times after this; we considered it unreliable and continued on AP1. After determining that we were still legal for RVSM we confirmed with ATC that we could continue at [Flight Level] 360. We talked with the flight attendants and there were no injuries or further concerns in the cabin. Dispatch queried us [because] the aircraft TAPS reported severe turbulence (the ride was smooth). Dispatch and [Maintenance Control] were notified and then briefed verbally once on the ground.




Synopsis: A319 Captain reported an excursion from assigned altitude due to a failed/malfunctioning FMGC2.
Date: 201206
Local time of day: 0601-1200
Location: SNA.Airport, CA
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Taxi
Aircraft component: Galley Furnishing
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate
Result: General Maintenance Action; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During the Before Starting engines checklist we got a call from the aft galley Flight Attendant advising she had a fire in the coffee maker! We called CFR and the Flight Attendant selected power off on the coffee maker and pulled its associated circuit breaker. Flight Attendant reported sparks; flames & smoke from back of the coffee maker in the aft galley. CFR showed up and the Fire Chief said there was no fire. I was not clear as to what they define as a 'fire.' When the coffee maker was removed the electrical probes and wire clearly were burnt. I could see smoke when I went aft to analyze the situation and opened the 4R door so the smoke could be vented away. The Flight Attendant showed excellent judgment in pushing 'off' button and pulling the circuit breaker. A Mechanic removed the coffee maker; signed off book and we departed.




Synopsis: A B737-800 Captain reported a sparking/smoking coffee maker in the aft galley prior to leaving the gate. The Flight Attendant shut off the device and pulled the associated CB. After inspection by CFR and the removal of the unit the flight departed.
Date: 201905
Local time of day: 0601-1200
Location: EWR.Airport, NJ
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight phase: Initial Approach
Airspace: Class B EWR
ATC / advisory: TRACON N90
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Situational Awareness; Distraction
Anomaly: Conflict Airborne Conflict; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airspace Structure; Aircraft; Procedure
Primary problem: Aircraft

Narrative: We were on approach to RWY 04R; looking for helicopter traffic. Passing thru 1;800 feet; we saw a black dot; more closely aligned with the left runway. As we got closer; we observed a black and red drone; maybe 2 feet square. It appeared to be hovering over final for [Runway] 04L; and another plane landing on that runway called it out first. After landing; the Port Authority Police came on board; and we made a verbal report with them. Someone unknown was flying a drone where they should not have been. I am unsure how to control this type of event.




Synopsis: Airline Captain reported an encounter with a drone while on approach to Newark airport.
Date: 201401
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Light: Daylight
Aircraft: Dash 8-100
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Tower ZZZ
Aircraft component: Trailing Edge Flap
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We flew with the flaps in the 5 degree detent the entire flight which exceeded the speed restriction of 148 knots with the flaps at 5. We cruised at 180 knots for the flight. The event was realized on approach when I called for the flaps to 15. The event occurred because of our lack of awareness that the flaps were not retracted to the 0 detent at 1;000 FT AGL and also not realizing the mistake when doing the after takeoff checklist and an insufficient scan of the instruments in cruise. We immediately contacted Dispatch and Maintenance control to have the airplane inspected.




Synopsis: DHC8-100 First Officer reports flying the entire leg with the flaps left inadvertently at the 5 degree position. The published flap speed was exceeded by 32 knots.
Date: 201906
Local time of day: 0601-1200
Location: PHX.Airport, AZ
Flight conditions: VMC
Weather elements / visibility: Turbulence; 10
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Final Approach
Airspace: Class B PHX
ATC / advisory: TRACON P50
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion; Time Pressure
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance
Contributing factors: Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Ambiguous

Narrative: We were on vectors for Runway 26. We were given probably 6+ headings changes; along with altitude changes; within a minute's time. I'm not sure what the problem was. My guess is Approach wanted us to turn at a faster rate. The autopilot was on and turning at a normal 30 degrees [bank angle]. After about the 5th heading vector; I just clicked the autopilot off and turned at 45 degrees [bank angle] and that seemed to make him happy. We were hitting some wake turbulence during this time that may have been a factor. We never went past the final approach path/runway extended centerline; and we were cleared for the visual and landed without incident; so I'm really not sure what the problem was but we were told to call the number for a possible pilot deviation. It felt like we were just getting bad vectors.




Synopsis: B737 First Officer reported encountering wake turbulence on arrival into PHX that may have led to a track deviation.
Date: 201807
Flight conditions: VMC
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Situational Awareness; Fatigue; Physiological - Other
Anomaly: Deviation / Discrepancy - Procedural Other / Unknown
Detector: Person Flight Crew
When detected: Routine Inspection
Result: General Work Refused; General Physical Injury / Incapacitation
Contributing factors: Company Policy; Human Factors
Primary problem: Human Factors

Narrative: I'm writing this report as a follow up to my previous reports regarding the emergency that took place. Since the event; I've experienced some trouble sleeping; irritability; anxiety; and overall fatigue and stress that I don't typically experience. I've also had unresolved questions and concerns pertaining to the flight and the emergency. I believe that these symptoms are a result of the human need to 'process' any major life event. Thankfully this event had a very positive outcome. I've spent the majority of my scheduled days off from work seeking help from various sources in an effort to gain answers and restore my health and wellbeing to what it typically is. My sleep is improving; my questions have been answered; and I'm now able to begin answering the questions my family has regarding the event and my subsequent behavior. What I've learned about myself is that the negative effects of adrenaline take a while to leave the body and that time for this to happen is crucial to my wellbeing and ability to move forward in a constructive; positive way. That said; and the fact that after 5 days I'm still experiencing abnormal fatigue and symptoms; I called in sick for my Recurrent Simulator Training. I strongly believe that after a significant event such as this; a pilot should be afforded a period of time off from work to process the events in a healthy way.




Synopsis: B757-200 First Officer reported calling in sick for their recurrent training.
Date: 201205
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Light Sport Aircraft
Operator: FBO
Operating under: Part 91
Mission: Training
Flight phase: Takeoff / Launch; Parked
Aircraft component: Main Gear Tire
Reporter organization: FBO
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Situational Awareness; Time Pressure; Distraction
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: I signed-off a 100-Hour Inspection on a SportStar Evektor aircraft. Part of the Inspection was inspecting the brakes. The brakes on the left side were close to the wear limit so I removed the wheel to remove the brake linings so I could more easily measure the lining. The brakes were found to be in an airworthy condition so they were re-installed on the aircraft; then the wheel was re-installed. When replacing the cotter pin; the first cotter pin I attempted to use was too short so I used another. The Service Manual called for a 4X.04 [cotter pin]; the one I used was 4X.36; well at least I thought I used it. At first we thought that it had come out; but when myself and an FAA representative tried it; it did not go through the axle; so I assumed I just forgot to use a cotter pin. During the time that I put the one that was too short back and got the other one; I had a phone call and I felt rushed because the aircraft was a flight school airplane and needed to be put back on the schedule for the weekend and I assume; from all the stress; it just slipped my mind. The pilot and I took the aircraft for a Test Flight; which was also part of the Check List and everything was fine. Then; two days later; the aircraft was doing Touch and Goes and on the last take-off the pilot said that he felt a vibration; then when landed found the tire had fallen off. The wheel and nut were both found; the wheel was located in the grass just off of the runway and the nut was found on the runway. The aircraft sustained minor damage and nobody was hurt. I have NEVER had anything like this happen before and have learned a lesson from this and that is to SLOW down and double check ALL my work before I let the aircraft leave the Shop. I feel horrible about this and it will NEVER happen again.

Callback: Reporter stated there are a lot of people and a lot of aircraft with a heavy workload at their FBO. He wanted to let everyone know that he is just human and felt rushed to get the 100-hour Inspection completed. The one lesson he would take from his recent experience would be to 'NOT;' let anyone pressure him to go faster when performing maintenance; that's when mistakes are made due to that kind of distraction.



Synopsis: An FBO Mechanic reports a left Main Landing Gear (MLG) tire and wheel assembly had separated from a SportStar Evektor aircraft on takeoff; two days after he had completed a 100-hour Inspection.
Date: 202104
Local time of day: 1201-1800
Location: SUU.TRACON, CA
Flight conditions: VMC
Weather elements / visibility: Haze / Smoke; 8
Light: Daylight
Aircraft: Cessna 162 Skycatcher
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E SUU
ATC / advisory: TRACON SUU
Second aircraft: Beechcraft Single Piston Undifferentiated or Other Model
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was on VFR flight following with Approach when I was notified of an aircraft at my 2 O'Clock; a Bonanza at a similar altitude. I did not recall if there was a direction of flight stated by Approach; or if it was given; I do not remember what the direction was. I had the traffic in sight and it appeared to be still on the horizon; which made me think that it was converging on my altitude. Being a Bonanza; I saw the characteristic fork tail and initially thought the aircraft was flying away from my direction. I then realized it was coming closer and closer. I did not receive any updated advisories from Approach about the convergence of the Bonanza and my aircraft. As the plane came within 1/2 mile within one minute; I took immediate evasive action to climb 200 to 300 feet above my 6;500 foot cruising altitude. I notified  Approach as I took evasive action; which was acknowledged by Approach. The Bonanza passed below and behind me by a very narrowly separated altitude; perhaps less than 200 feet. The aircraft I was flying is a rental and was not ADS-B out equipped; nor is it required to be for the airspace I was operating inside of (E). I do not know whether this was a contributing factor. Shortly after the evasive action; I returned to 6;500 feet and continued with my cruise phase.




Synopsis: A GA pilot on a VFR flight receiving flight following reported a NMAC with VFR traffic they had been issued and had in sight.
Date: 201910
Local time of day: 0001-0600
Location: SEA.Tower, WA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZSE
Aircraft component: Electronic Flt Bag (EFB)
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Distraction; Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe; Airspace Violation All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I am a low time private pilot. On the day of the flight; I was excited to use recently obtained iPad software with moving map; etc. for situational awareness as I am still getting comfortable with an iPad based system vs. paper maps. I started with a low battery and the iPad was not charging in flight as it should have. Eventually it died. In the few minutes of trying to get it to respond and pull out paper backups; I relied on my eyes to direct my route of flight. There is a southwesterly oriented valley that I gently turned the plane toward...even though I had already plenty of altitude. It just 'felt' like the prudent thing to do. (who can argue with more altitude over the terrain.) The problem of allowing the plane to change the route of flight along this path was that it directed me toward the floor of the Seattle class B at 3;000 ft. Once I realized the problem; I turned southeast to exit the potential problem as rapidly as possible. By my measure; I only avoided the Class B airspace by 1 mile. WAY TOO CLOSE. There are a number of things that; appear somewhat obvious in retrospect. 1) Don't allow electrical devices to lull you into weaker pre-flight planning than you would normally perform. 2) If relying on an electronic device; it is only as good as the battery and operating system running it. 3) Don't change the 'plan' because of a minor challenge. (I let my eyes lead me off the planned route of flight that avoided the class B.) 4) Use the autopilot when things don't go as planned.




Synopsis: C182 pilot reported that an EFB malfunction and loss of situational awareness nearly caused an airspace incursion.
Date: 201209
Local time of day: 1201-1800
Location: TEB.Airport, NJ
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Falcon 50
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B EWR; Class D TEB
ATC / advisory: TRACON N90
Reporter organization: Corporate
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Airspace Structure; Chart Or Publication; Human Factors; Procedure
Primary problem: Human Factors

Narrative: Departing Runway 24 at Teterboro (TEB) on the RUUDY RNAV SID; we missed the level off altitude of 1;500 MSL by 300 FT prior to WENTZ Intersection. The New York Center Controller advised us that it was not a problem and to make sure we level at 1;500 MSL when on the RUUDY 4 departure SID.




Synopsis: A Falcon flight crew failed to level at 1;500 MSL while flying the RUUDY RNAV SID from TEB.
Date: 201510
Local time of day: 0601-1200
Location: ORD.Airport, IL
Aircraft: MD-82
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ORD
ATC / advisory: TRACON C90
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Pilot Not Flying
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: Weather scattered about 4;500 feet could not see the airfield but could see the ground clearly. On final Runway 10C outside of SHARN cleared the ILS 10C maintain 5;000 until SHARN. Lost GS signal on final; thought we were closer to airport than actual distance; used Vertical Speed (VS) to start descent at 700 feet/minute; could not ask about GS signal due to radio very busy; as we got below the scattered cloud deck could see we were low for our distance to the airfield; ended up being about 3;200 feet prior to RRUDA; climbed back up to 4;000 feet and intercepted the GS at RRUDA and landed.Put all fixes in the FMS prior to approach for situational awareness.


Second narrative: Some fixes were taken out of FMS anticipating a quicker turn on. All fixes should be left in until intercept.


Synopsis: MD-82 flight crew reported descending below charted altitude on approach to ORD when they lost situational awareness.