elihoole/asrs-aviation-reports huggingface dataset:
Date: 201509
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Falcon 2000
Operator: Fractional
Operating under: Part 135
Flight phase: Parked
Aircraft component: Flap Control (Trailing & Leading Edge)
Component problem: Malfunctioning
Reporter organization: Fractional
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Communication Breakdown
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew; Person Maintenance
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Human Factors; Procedure; Aircraft
Primary problem: Human Factors

Narrative: On approach; the crew noted that the flap Circuit Breakers (CBs) were popped; landing was uneventful. After a day of waiting on parts and changing Printed Circuit Boards (PCBs); (normal action for such a squawk). Technicians inspected the flaps and noted the following:Continued investigation into flap issue on [the] Aircraft; a Falcon DA-2000. After removing right wing Inboard (IB)/ Outboard (OB) flap junction fairings; found OB flap impacting flap interconnect control rod and trailing edge of the OB flap below the IB flap. Upon comparison to left wing found IB flap travel greater than OB flap. Removed trailing edge panel on right wing; between IB and OB flap and found torque tubes disconnected. Only speculation; but when the aircraft recognized a [difference]; it stopped the flap movement; but because OB flap was disconnected; it continued to spool down for some reason where it impacted IB flap interconnect rod. Bolt in flap torque tube appears to be fully installed in clamp with locking washer properly installed. I suspect when torque tubes were last removed the bolt was not engaged in the groove on the spline upon reinstallation therefore allowing the torque tubes to migrate apart over time. [Recommend] [clearance] (okay to close) and final Required Inspection Items (RII) inspections should be followed.




Synopsis: A Maintenance Controller describes the results of effective maintenance troubleshooting after a Dassault-2000 flight crew reports their flap Circuit Breakers (CBs) had popped on approach. Technicians found flap torque tubes had disconnected at the right wing trailing edge between the Inboard (IB) and Outboard (OB) flaps.
Date: 201511
Local time of day: 1201-1800
Location: DRO.Airport, CO
Flight conditions: VMC
Light: Night
Aircraft: Medium Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E ZDV
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Distraction; Confusion
Second reporter function: Captain; Pilot Not Flying
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Chart Or Publication; Airport
Primary problem: Airport

Narrative: We were on our descent into Durango and we had been cleared for the visual to runway 21. We left 16000 and I set in 9000 just to get a descent started. I had only been to Durango twice and both were in day VMC. I knew we were over a ridge line and because of that I didn't want to descend too quickly so I selected 1200fpm. I was basing my descent on being at roughly 8600ft on about a 5 mile final. I was keeping an eye on the terrain page and everything looked fine. We showed nothing but light green terrain. Suddenly we received a terrain warning which surprised both the captain and I as nothing had displayed on the terrain page and we were still around 12000ft. As the warning continued I slowed the rate of descent and almost immediately the warning progressed into a 'terrain pull up' call which I responded to by disconnecting the autopilot; applying full power; and climbing. At this point we observed two small red squares on the MFD. We went from perfectly normal green terrain to a pull up call in about 7 seconds. After we climbed and the warning cleared we resumed a normal approach and landing in Durango. Neither the captain or I had ever flown into the airport at night and we only had ever been there 2 or 3 times in the day so we were both a little unfamiliar. Runway 21 has no approach and the information for the airport provides no guidance whatsoever regarding what altitude we should plan to be at while making an approach to 21. It would be helpful if perhaps the company provided data saying at 10 miles we should be at 'x' altitude.


Second narrative: [Report Narrative Contained No Additional Information].


Synopsis: Flight crew reported receiving a terrain alert while descending into DRO; a high altitude airport. They responded by immediately performing an escape maneuver and; when clear of the terrain hazard; continued the descent to a normal approach and landing.
Date: 201711
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Light: Daylight
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Inflight Event / Encounter Object
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Environment - Non Weather Related

Narrative: Passing approximately 8000 feet we hit some balloons that were tied together. ATC was informed.  All aircraft and engine parameters were normal; but we elected to return to [departure airport] for an inspection.  Dispatch was notified by ACARS; and Operations by voice.  A normal landing was conducted; below max landing weight. A follow up call to Dispatch was made; along with a maintenance write up.


Second narrative: Climbing out at approximately 8000 feet encountered what appeared to be two groups of birthday balloons. One group went above us and the other passed the FO's (First Officer) window. I heard a muffled pop and felt a slight jolt. Engine indications were normal. Capt decided to return for an inspection. Remains of multiple balloons were found in the right engine.


Synopsis: A321 flight crew reported returning to departure airport after encountering what appeared to be party balloons climbing through 8;000 ft. Remains of multiple balloons were found in the right engine.
Date: 201510
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Light: Dusk
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
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 Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Landed As Precaution; Flight Crew Diverted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During cruise we got a standby pitot heat and TAT probe heat caution message. The Captain directed me to reference the QRH and run the appropriate procedures; which we did. While completing the checklist I asked the Captain if he smelled a burning odor to which he replied yes. The smell then faded away promptly and returned stronger than before. At this point the Captain [advised ATC] and asked for the nearest suitable airport to land at. He then instructed me to put on my oxygen mask just in case and we diverted to ZZZ. It was my leg to fly so the Captain directed me to fly the plane and talk to ATC while he informed the passengers; flight attendants; and Dispatch.The main threat was the distraction of the burning odor and [advising ATC]; however I cannot remember any errors that were made in the process due to these threats.




Synopsis: CRJ-900 First Officer reported diverting to the nearest suitable airport after the flight crew noticed a burning smell probably related to the pitot heat and TAT probe heat warnings.
Date: 201703
Local time of day: 0601-1200
Location: CLT.Airport, NC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class A ZTL
ATC / advisory: Center ZTL
Second aircraft: Regional Jet 900 (CRJ900)
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Separated Traffic
Contributing factors: Chart Or Publication; Procedure
Primary problem: Chart Or Publication

Narrative: Aircraft X was flashing handoff descending to FL240 on the CHPTR STAR to JQF (a satellite airport of CLT). Aircraft Y and Aircraft Z were flashing handoff (all three from the same sector) on the BANKR Optimum Performance Descent (OPD) STAR to CLT. The CHPTR STAR underlays the BANKR OPD STAR but there is no requirement for these aircraft to be sequenced from the previous sector. As the 'descend via' clearance is needed to be given in my airspace to make this procedure work (my airspace is close to both airports). It is imperative that there is no traffic under the OPD arrival (especially from the SAME SECTOR). In a world of PBN and OPD STARs; this should be worked out and required but is not.Require the preceding sector (that already is required to do Time Based Flow Management (TBFM) and sequencing for CLT) to have all CHPTR STAR arrivals sequenced with the BANKR OPD STAR.




Synopsis: ZTL Controller reported inadequate spacing between two arrivals near CLT and procedures should be revised.
Date: 202006
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Aircraft: Learjet 45
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: GPS & Other Satellite Navigation
Component problem: Malfunctioning
Reporter function: Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Less Severe; Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: Other after mission
Result: General None Reported / Taken
Contributing factors: ATC Equipment / Nav Facility / Buildings; Aircraft
Primary problem: Ambiguous

Narrative: Our flight on the XXth of June 2020 originated in ZZZ1 to ZZZ and terminated on ZZZ2. After departing ZZZ1 to ZZZ we received a message (while at cruse altitude) on our FMS that our number one GPS had failed. We did not notice any abnormalities. When we were within 30 miles of ZZZ; we were given vectors for the LOC-DME E approach to Runway 15. Our clearance from ZZZ to ZZZ3 was the ZZZZZ Departure to ZZZZZ to ZZZZZ1 to ZZZZZ2 and the ZZZZZ3 Arrival into ZZZ2. Once airborne and prior to reaching the waypoint we were given a right turn direct to ZZZZZ1. Prior to reaching ZZZZZ1 we were cleared direct to ZZZZZ3 and instructed to descend per the ZZZZZ3. We were to cross ZZZZZ3 at 15;000 per the STAR. Then after ZZZZZ to cross ZZZZZ4 at between 14;000 and 13;000. Our FMS showed us over ZZZZZ3 and the autopilot started a slight right turn over ZZZZZ3 turning towards ZZZZZ4. At this time we started our decent to cross ZZZZZ4 at 14;000 to 13;000. We were then given vectors to Runway XXL. We questioned the controller; we stated that we were landing at ZZZ3. She said that she assumed we were going to ZZZ4 airport because almost everyone coming over ZZZZZ3 normally landed at ZZZ4. She gave us a new vector for ZZZ3. A second person came on the radio and stated that the controllers were working with new software. After landing at ZZZ3 we were asked to call Approach Control on the land line about a possible altitude deviation. He said that we started our decent prior to ZZZZZ3 and I assured him that our FMS showed us over ZZZZZ3 and the autopilot started a right turn toward ZZZZZ4 and we started our descent. He said that their radar showed us level at 15;000 and we started our decent 9.7 miles prior to ZZZZZ3. If this is true and they observed us starting our decent early. Why wasn't we questioned about starting down prior to ZZZZZ3. We have reported this to our radio shop and they said the failed GPS could be the antenna and it will be inspected and also the lack of proper satellite reception could cause a problem. The FMS will be taken out and bench checked.




Synopsis: Lear 45 pilot reported a possible altitude deviation due to GPS failure.
Date: 201510
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: M-20 Series Undifferentiated or Other Model
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Landing; Taxi
Airspace: Class C ZZZZ
ATC / advisory: Ground ZZZ; Tower ZZZ
Second aircraft: MD-80 Series (DC-9-80) Undifferentiated or Other Model
Aircraft component: Air/Ground Communication
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Communication Breakdown; Confusion; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Conflict Ground Conflict; Less Severe; Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Overcame Equipment Problem
Contributing factors: Human Factors; Aircraft
Primary problem: Aircraft

Narrative: I was routed in sequence to land on Runway 12R behind a regional jet. I landed without incident but after a short time realized that tower had not contacted me to exit the runway. I continued my taxi on the runway while trying to reach tower. I realized I had a transceiver/com issue and switched to radio number 2 and contacted tower. Tower advised for me to exit immediately and to contact ground. I contacted ground upon exit from the active runway. Ground directed me to parking with instruction to contact the tower by telephone. Ground also inquired about the problem wherein I advised that I had a COM failure and switched immediately to COM number 2 upon learning on the failure. After parking; I contacted the tower by telephone and advised again of the COM failure. Tower advised that an MD80 had to execute a go-around because I remained on the active runway too long. I apologized and advised it was my first landing here and that I did not want to exit near the terminal area. Tower advised that in the future if there is a COM failure to exit the runway immediately as soon as practical and then troubleshoot the problem. I acknowledged the mistake and apologized. No further action was requested by the tower.




Synopsis: Upon landing behind a regional jet an M20 pilot discovers that Comm 1 has failed and switches to Comm 2 to contact the Tower. The Tower issues taxi instructions and asks that in the future; the runway should be cleared as soon as speed allows as an MD80 had to be sent around.
Date: 201912
Local time of day: 0001-0600
Location: MMFR.ARTCC, FO
Flight conditions: VMC
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
ATC / advisory: Center MMFR
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Private; Flight Crew Instrument; Flight Crew Commercial
Human factors: Communication Breakdown; Situational Awareness; Confusion
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Chart Or Publication; Procedure
Primary problem: Ambiguous

Narrative: While cleared for the ENEKO1B STAR at Cabo; we set 4;000 ft in the altitude window as shown at AVURU. We then heard another flight in front of us only descending to 10;000 feet which is shown at Dawson. We then queried the Controller to clarify the altitude we were cleared down to while flying this specific STAR; and they said 10;000 ft. This is very confusing to aircrew when 4;000 ft. is shown at AVURU on this specific STAR. We could easily have been violated had we not queried the Controller. Either the STAR needs to depict this 10;000 ft. restriction as the final altitude; or it needs to be written in the STAR that aircraft must stop their descent at 10;000 ft.; or Controllers need to clearly state that you are cleared for the ENEKO1B; but only down to 10;000 ft.




Synopsis: First Officer reported confusion regarding an altitude on the STAR and the altitude at the same location given to the preceding aircraft.
Date: 201907
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Communication Breakdown; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was acting as pilot monitoring; and we were approaching ZZZ. Due to being much heavier than normal the CA (Captain) decided he wanted to land RWY XX for additional length. We briefed the GPS Approach and he did explain it is difficult to see the RWY until very close. We began the GPS approach and as we passed ZZZZZ I asked the CA if he wanted me to arm the approach per the note on the approach. He advised me not to but continued to descend. As I was confirming the next altitude; we received a GPWS terrain warning. The CA did not respond to the warning and said 'hmm that's weird' when we received it a second time; I forcefully said 'go around' he applied TOGA (Takeoff Go-Around) power and climbed 1;000 feet; then leveled and began to descend to recapture the approach. A few seconds later he was descending and called for gear down. I replied; 'hey let's just level and come back around and try this again' he ignored me and continued descending. He advised me to reload the approach; and I was unable. I forgot that once TOGA thrust is applied; I have to reload the destination then the approach. I was muddling my way through the FMGC and looked up to see that he was at 140 kts with no speed bugged. I told him I couldn't get the approach loaded and that we need to just go around and get reset up. Again; he ignored me and advised me to find the approach speed on the perf page and bug it. He then called for flaps full just prior to 1;000 feet. I added flaps 3 and again said we need to go around. Somewhere between 1;000 feet and 500 feet as I was getting ready to just call the go around on the tower he decided to go around. We went around; got vectors and did another approach and landed on runway XY. We landed normally.




Synopsis: A319 First Officer reported breakdown in Crew Resource Management during approach.
Date: 201307
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Powerplant Lubrication System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Approximately 150 miles from [the destination airport]; at or near [the top of descent]; EICAS indicated lowering oil quantity on the left engine; but no EICAS caution or warning. Monitored. Quantity dropped to zero. Contacted Dispatch and Maintenance Control referencing the impending shutdown. Oil pressure then slowly decreased. We declared an emergency with ATC. Determined that [the destination airport] to be more suitable than [another diversion airport] due to the 3-to-1 glide profile to [the destination airport]; while [the diversion airport] would require circling to descend with possible weather avoidance in the area. We obtained priority handling direct to [the destination airport]. EICAS then displayed Low Oil Press caution. Shut down engine per ECL checklist. Briefed Lead Flight Attendant. Uneventful landing at [the destination airport].


Second narrative: On descent into [the destination airport] oil quantity dropped to zero and oil pressure dropped low. EICAS low oil pressure appeared. ECL was performed. Left engine was shutdown. All subjects were discussed about situation: call to Dispatch; consideration of airport choice; discussion with purser about situation; talk among all crewmembers on deck about the situation; declaring an emergency with ATC; request for expedited handling and straight into [the destination airport]; and announcement for passengers. Uneventful approach; landing and taxi in.


Synopsis: Following the indication of low engine oil quantity on descent; the pilots of a B777 performed the in-flight shutdown procedure and continued to the original destination airport.