elihoole/asrs-aviation-reports huggingface dataset:
Date: 201308
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Landing Gear Indicating System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Upon gear extension; the nose gear down indication did not illuminate. We executed a go-around/fly-by to allow the Tower to visually inspect the nose gear. We returned for an uneventful landing. I chose to declare an emergency and; under my authority; kept the First Officer flying so I could communicate effectively with ATC; the cabin crew; and the passengers.




Synopsis: A B767-300ER flight crew abandoned their approach and made a fly-by of the Tower for an inspection of the nose gear after the safe light failed to illuminate when the gear was extended.  When it appeared to be down they declared a precautionary emergency but landed safely.
Date: 201207
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: B747-C/F
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Aircraft component: Turbine Engine Thrust Reverser
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Flight Engineer / Second Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Fuel Issue; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: Routine Inspection
Result: General None Reported / Taken
Contributing factors: Aircraft; Company Policy; Procedure
Primary problem: Ambiguous

Narrative: After a stressful flight caused by excessive weather diversions a decision was made to divert due to estimated low fuel at intended destination. After landing it was noted that #4 engine thrust reverser failed to stow and that EGT had exceeded the allowed limits. Emergency/Abnormal Checklist was completed and engine shutdown. After block in appropriate logbook entry was completed and after Maintenance investigation we were advised that the aircraft was down pending an engine borescope. Upon our arrival back at the aircraft for continuation of our flight we were advised by Maintenance that the engine was serviceable for further flight; the #4 thrust reverser was deactivated; and the Flight Data Recorder (FDR) was inoperative. The MEL was reviewed for compliance; Operations Control was advised; and the new MELs were added to the flight plan with the Operations Controllers' time and initials. Flight proceeded without further incident. I was advised by another crew member the following day after my return to my home base that we had possibly completed the flight segment with an unserviceable aircraft. Maintenance failed to tell us that the flight data recorder had in fact been removed and was not inoperative as we were led to understand. Prior to completion of the 'Before Start Cklst' it was noted that the FDR was inoperative and the amber inoperative light was illuminated. Improve dialogue between Maintenance and Flight Operations to clearly identify discrepancies and the proposed rectification.




Synopsis: B747 Flight Engineer reports a weather diversion that results in an engine over temperature and a reverser that fails to stow during landing. The flight is dispatched the next day with the thrust reverser and the FDR on MEL. The reporter learns later that the FDR was removed from the aircraft by Maintenance; possibly in violation of FARs.
Date: 201905
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Other Post flight unload
Airspace: Class B ZZZ
Reporter organization: Air Carrier
Reporter function: Lead Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel; Person Maintenance
When detected: Routine Inspection
Result: General Maintenance Action
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: A hazardous material was shipped from ZZZ1 to ZZZ via Flight XXXX. Although the item was deemed non regulated material in its condition; there were no markings on the outer packaging indicating that it was a non-regulated hazardous material.




Synopsis: Air Carrier Lead Technician reported Hazmat shipped incorrectly without appropriate labels and required documents.
Date: 202007
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Brake System
Component problem: Improperly Operated
Reporter organization: FBO
Reporter function: Pilot Not Flying; Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Training / Qualification
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Strike - Aircraft; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Hard landing resulting in minor damage to brake calipers and a tail strike. As the pilot not flying (CFI); the student was attempting his 2nd landing. He got too slow and pitched up too quickly; resulting in a stall on the runway. I failed to increase power in a timely manner resulting in a nose high hard landing. The landing did not feel particularly hard but upon return to ZZZ I noticed the left wheel brake was inoperative; nearly resulting in a ground loop during taxi to parking. I notified the FBO maintenance personnel of the issue. Upon further inspection by maintenance the left caliper was loose due to damage and it appears the tail stuck the ground.




Synopsis: Flight Instructor reported  student's hard landing resulted in left main landing gear brake damage with limited aircraft control.
Date: 201210
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: MD-82
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Hydraulic Main System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification; Situational Awareness
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On approach; when First Officer turned hydraulic pumps to HI; left system quantity and pressure went to zero. Accomplished checklist; declared emergency; landed and taxied to gate without incident.


Second narrative: While in descent; hydraulic system [was on] select to HI/ON/CHECKED per descent checklist. Master Caution illuminates and hydraulic low pressure on overhead panel. Left Hydraulic pressure zero and quantity going to zero on left side. Performed checklist and landed.


Synopsis: During descent when a MD-82 Left Hydraulic System was selected to HI/ON/CHECKED; the Master Caution and LEFT HYD LOW PRESS lights illuminated. An emergency was declared; the QRH completed and a normal landing followed.
Date: 201308
Local time of day: 1201-1800
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Cruise
Aircraft component: Recirculation Fan
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Cruising at FL340; we felt a jolt and at the same time the autopilot disengaged; flight directors disappeared and an EICAS message appeared (R Rec Fan). Since I was the pilot flying; I busied myself engaging the autopilot; the Captain got a call from the back. A First Class Flight Attendant indicated a strong burning smell; and a loss of galley and entertainment power. After the Captain hang up; we smelled it on the flight deck. We donned our mask and made a plan of action to divert. We decided to divert to ZZZZ initially but changed as soon as we made the turn because ZZZZ1 was a lot closer. The Captain worked the radios; FMS and ACARS (company notification). The Relief Pilot; after coming back from his short break; worked the QRH and made the necessary PA announcements. I flew the airplane; trying to keep the descent going and not fly to far away from ZZZZ1. The burning smells dissipated during descent and approach. After an uneventful overweight landing; the Captain decided to taxi to the gate/hard stand.




Synopsis: B757 First Officer experiences a jolt at FL340 accompanied by autopilot disengaging; flight directors disappearing and an EICAS message for the R Rec Fan. A strong burning smell is reported by the lead Flight Attendant and the crew dons oxygen masks and diverts to the nearest suitable airport. The smell dissipates during descent and an overweight landing ensues with normal taxi to parking.
Date: 201508
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Weather elements / visibility: 10
Light: Daylight
Aircraft: M-20 K (231) / Encore
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Initial Approach
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Aircraft component: Air/Ground Communication
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Human factors: Distraction; Situational Awareness; Communication Breakdown
Anomaly: Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Aircraft
Primary problem: Human Factors

Narrative: On a visual approach with multiple fire tankers taking off and landing in opposite directions. I was monitoring the frequency and announcing position; but failed to switch transmitters on the audio panel. Passed close by a tanker. We both saw each other and he radioed a Mooney was entering the pattern without talking. I realized the problem and switched radios.The solution is to be more diligent in confirming I've switched radios.




Synopsis: The pilot of a Mooney M20 misconfigured the aircraft's audio panel and was not transmitting location information while entering a CTAF traffic pattern being utilized by firefighting aircraft.
Date: 201311
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Night
Aircraft: Cessna Citation Sovereign (C680)
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Altimeter
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Private
Human factors: Distraction; Fatigue; Situational Awareness
Anomaly: Deviation - Altitude Overshoot; Deviation - Speed All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While approaching destination we were on a visual approach. As we approached the airport; we got distracted by Tower whom indicated a low altitude alert. As it turns out we were using the wrong altimeter setting. In conjunction; this distraction caused us to violate the 250 knots rule below 10;000 feet for an extended period of time. Bottom line is that we were tired and it had been a long day. This was the last leg of the day; a maintenance ferry. Complacency was the reason for these two issues; nothing more. After a long flight; one must be even more diligent. It is always the short flights where things happen quickly that the most errors seem to present themselves. In this case the short 10 minute flight things really piled up quickly.




Synopsis: CE680 First Officer reports a low altitude alert from ATC during a visual approach. An incorrect altimeter setting was being used and also resulted in a speed above 250 knots below 10;000 feet. The short ferry flight and fatigue were cited as factors.
Date: 201501
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Physiological - Other; Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant; Person Gate Agent / CSR; Person Flight Crew
When detected: Aircraft In Service At Gate; Pre-flight
Result: General None Reported / Taken
Contributing factors: Procedure; Company Policy; Aircraft
Primary problem: Aircraft

Narrative: Our aircraft came from the hangar not serviced; cleaned or catered. As the cleaning staff deplaned they mentioned the strong smell of fumes onboard. As I approached door 1L the smell of toxic aircraft fumes was prominent. All the crew noticed the smell; the cockpit and the flight attendant's (FA). The captain walked to the back of the aircraft; said he would turn on the air to clear out the smell of fumes. One FA went to the back to store her bags and do her safety checks. She came back to 1L for air as the odor was overwhelming and uncomfortable. I informed the FS; Captain and Agent that I was uncomfortable inhaling the fumes; it is a health hazard; and might not be able to work the flight; depending on how severe the odor remained and its effect on my body. I was previously exposed to aircraft fumes and consequently developed severe health issues. The agent phoned zone to inform them of our situation. She was told to go ahead and board; (regardless of cabin air quality and potential health risk to passengers and crew). I took the greeter position; when I was able to step in and out of the cockpit for air; the cockpit did not smell of fumes and the air supply was on high flow. During the boarding; inflight supervisor came onboard. He also acknowledged the strong odor of jet fumes. The odor had not completely dissipated within the 35 minutes of boarding. Due to the very light load; exits were briefed and cabin was ready well before departure time.I strongly feel that my Airline's safety standards were not adhered to. Crew and passenger health was put at risk and jeopardized. I felt compelled to board; impair my health rather than deservicing the passengers and the Company's schedule.




Synopsis: An A320 Flight Attendant reported even though the aircraft smelled strongly with a fuel odor; it was boarded and departed. Adherence to Company safety standards were questioned.
Date: 201307
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: SA-227 AC Metro III
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Situational Awareness; Training / Qualification
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Rejected Takeoff; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: I carried out an aborted takeoff due to excessive fluctuations in both EGT and torque on the right engine. I returned to our ramp facility and wrote the problem up as well my reason for the abort. Our Maintenance Department carried out a number of tests on the engine and concluded that the engine was bypassing fuel when it was not called for. They signed off on the corrective action section of the technical log and I returned to the runway for another take off attempt. I decided that I would minimize my torque settings in hopes of reducing or eliminating the fluctuations. The take off was normal but at approximately 400 FT AGL I again noticed large fluctuations in EGT and torque. I found that reducing the temperature to less that approximately 580 C would stop this but it had a detrimental impact on my climb capability. In the course of my climb and en route cruise I considered a diversion to the nearest suitable airport but elected not to do this as I felt I had found a power setting that resulted in relatively stable power. I continued on and landed without incident.




Synopsis: SA227 Captain rejected a takeoff for fluctuating EGT and fuel flow and returning to the ramp for maintenance. Maintenance determines that the engine is bypassing fuel for unknown reasons and signs of the log book. The next takeoff produces the same results but the takeoff is continued and the aircraft is flown to destination with reduced power on the right engine.
Date: 201406
Local time of day: 0601-1200
Location: ZSHA.ARTCC, FO
Flight conditions: VMC
Light: Daylight
Aircraft: B747-400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Climb
ATC / advisory: Center ZSHA
Aircraft component: FMS/FMC
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Check Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On departure from ZSPD; in a climb between approximately 6;000 feet and FL250 and in contact with Shanghai Departure Control; we experienced the following event:  Both FMC's timed out and 'time-out-reselect' was shown in the scratch pad. In short order we then lost flight directors; autothrottle; LNAV/VNAV and autopilot as well as ACARS.  EICAS messages did not indicate an FMC failure; but showed all the associated messages typical of an FMC failure. We attempted to reload the route; which failed; when both FMCs timed out again. This time all information was removed/dumped from the FMCs; including performance. All EICAS messages were advisory only and required no QRH procedure.  The left radio also was unusable which created a delay in communicating with ATC; that radar vectors were required until we could re-establish navigation capability. This resulted in a lateral course deviation of approx. 5-7 miles. A second attempt to reload all performance and routing was successful and all systems were restored.  Maintenance history revealed that approximately 15 days ago; the L FMC had failed in flight as was reported in the logbook. We then opted to select the R FMC as the master FMC for flight guidance; A/P and A/T for the rest of the flight. Shanghai Control provided radar vectors until we restored navigation capability. We were then handed off to Fukuoka Control. The flight continued and landed ahead of schedule without further ado.  If we had had a FMC FAIL EICAS message; we would have followed the procedure; which would have led us to select CDU Center or Right respectively and given us an ND depiction of the route to fly. Without EICAS FMC failure message; we were only concerned with flying the airplane and recovering our route and performance so as to return to normal navigation. This was not a 'normal' non-normal event that followed a linear course of action. It required intuitive input and creative responses to restore normal operations.




Synopsis: B747-400 Captain experiences a dual FMC failure shortly after takeoff although no EICAS annunciation of FMC failure was present. The first attempt to reload the FMC's is not successful and ATC is advised and vectors requested. The second attempt to restore the FMC's is successful and the flight continues to destination.