elihoole/asrs-aviation-reports huggingface dataset:
Date: 201812
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
Flight plan: VFR
Mission: Training
Flight phase: Landing
ATC / advisory: Tower ZZZ
Aircraft component: Nosewheel Steering
Component problem: Malfunctioning
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
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 Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Regained Aircraft Control; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Ambiguous

Narrative: Private pilot initial training flight commenced as normal with touch-and-go operations at the ZZZ airport. Returning to home base; ZZZ1; the flight was cleared to land Runway XX with a direct headwind. The descent began 2.5 miles from the runway threshold at 1;000 ft with power reduced and flaps set. The glide path PAPI indicators displayed a normal descent at 65 knots (landing speed for the C-172). The landing occurred within the first third of the runway just before taxiway on the runway surface. Afterwards; a rollout was initiated and flaps removed. Thereafter; the nose gear began to shimmy and immediately the student pulled back on the control yoke initiating a climb. The Instructor Pilot pushed the nose down to avoid a stalled condition after hearing the audible stall warning indication. This led to a bounced landing and then a gradual pull back on the yoke to settle the main tires on the runway surface. This was accomplished before the halfway point of Runway XX. However; the aircraft's ground speed was still quite high and brakes were applied- but to no effect. Aerodynamic braking was then applied and the nose gear shimmied again; violently. Back pressure was then applied to remove the shimmy. The brakes were then forcibly pumped to create hydraulic pressure and to some 'limited' effect they worked; however; it did not keep the aircraft from coming to a complete stop 5 feet off the end of Runway XX surface on the grassy end before the marsh. ATIS (Automatic Terminal Information Service) information winds 060 degrees at 6 knots; weather better than 5;000 feet and 5 SM visibility; temperature 17 Celsius; dew-point 12 Celsius and altimeter setting 30.04 in HG. No injuries were reported nor observed and no damage to the aircraft except a minor wear in tread depth in the right tire (bald spot) was observed and promptly rectified.




Synopsis: C172 flight instructor reported a loss of control and runway excursion due to student pilot induced oscillations during landing rollout.
Date: 201909
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 20
Light: Daylight
Aircraft: DA50 Super Star
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Final Approach
Airspace: Class E SXK
ATC / advisory: CTAF SXK
Reporter organization: Personal
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airport; Human Factors
Primary problem: Human Factors

Narrative: During a flight from ZZZ to SXK on an IFR flight plan; I asked Minneapolis Center if we could set up for the RNAV 35. The conditions at the time of the approach and landing were clear and unrestricted visibilities with a light wind out of the northeast. We were cleared for the approach and had it coupled to the autopilot. NAV and VNAV were selected on the autopilot and captured the approach as designed. During the final approach about 500 ft. AGL we noticed a small hill located 1/2 from the runway end and discussed with the Captain that it should not affect our flight path. Around 300 ft. we receive a terrain annunciation from our EGPWS (Enhanced Ground Proximity Warning System) followed by PULL UP; which repeated constantly during the landing phase. We determined visually we were not in any danger of striking the terrain we continued the approach and landing; which we completed with no further anomalies.After parking and exiting the aircraft; we discussed this with the Airport Manager at the airport and he confirmed to us that the airport was brand new (about a year) and not a part of the terrain database as of yet. This would explain the EGPWS warnings during landing. I mentioned to the airport manager that this should somehow be in the NOTAMs. Currently there are no published NOTAMs concerning this anomaly at SXK. We understand that this is may not be an everyday occurrence but feel that this should have been in the NOTAM database since this airport was opened. If it had been a day that was IMC and down to minimums we would have had no choice but to complete a missed approach or complete evasive maneuvering due to the terrain warnings.




Synopsis: DA50 First Officer reported false Enhanced Ground Proximity Warning System Alert warning on final approach.
Date: 201707
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Weather elements / visibility: Turbulence
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
Aircraft component: Galley Furnishing
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Attendant
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Diverted; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Taking off from ZZZ; Captain informed us to stay in our seats until he calls. After we crossed 10;000 feet and the chime went off; we remained in our seats as instructed. The Number one pointed me to the oven and there was smoke coming out. I took my seat belt off and got up to turn the oven off and didn't open it and got back to my jump seat and strapped in. There was a lot of turbulence. Then we heard a noise like when the wheels dropped for landing; the plane was still climbing and then it started turning. No 1 and I realized that this was not normal. [We] immediately called the cockpit and they told us that they will get back to us in a second; we realized something was up. Captain called and instructed [us] with info: 10 mins; Fire trucks were going to meet the flight and there was a issue with the flaps. [We] spoke to the number 2 and asked him if he had listened to the instructions that we need to run the Emergency checklist. I was concerned about that but also the smoke coming out of the oven. [We] went through the tablet Check list. [Number 1] made all the necessary PAs from the check List and kept giving me instructions. It was extremely turbulent. [Another flight attendant] got up from her jump seat and went to Exit rows to move some of the Deadhead FAs to the exit row. I couldn't leave the 1L-1R and forward galley area because we were close to the ground and turbulence was very strong. Plus the smoke from the oven continued but was dissipating it was mild but I did not want to leave it unattended. We returned to our jump seats and conducted our 30 second reviews; together which included our handicapped passengers and our Unaccompanied Minor onboard. We touched down; the plane took a long time to stop and we were expecting an impact any minute. I said get ready 'this is real; it's happening'. Finally the plane came to a stop and the Captain made a PA. This is the Pilot remain seated; followed by a PA about the Fire department checking the tires because the aircraft had a heavy landing. Then we started to move to the gate and we deplaned by jet bridge.




Synopsis: A Boeing 737 Flight Attendant reported smoke coming out of an oven in the galley.
Date: 202201
Local time of day: 1201-1800
Location: P50.TRACON, AZ
Flight conditions: VMC
Light: Daylight
Aircraft: Medium Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B PHX
ATC / advisory: TRACON PHX
Aircraft component: Radio Altimeter
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Workload; Troubleshooting; Time Pressure; Distraction; Situational Awareness; Confusion
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Environment - Non Weather Related; Aircraft; ATC Equipment / Nav Facility / Buildings
Primary problem: Ambiguous

Narrative: While on a visual approach to Runway 26 at 1755L; at approximately a 2.5 NM mile final; and during the rest of the approach; both RADAR altimeters (RA) started fluctuating and we received RA caution messages along with EFIS COMP MON caution messages. While EFIS COMP MON is not uncommon; they seemed to coexist with the RA cautions.




Synopsis: Air Carrier First Officer reported the radio altimeters began to malfunction while on initial approach to PHX. The pilots began to receive RA and EFIS COMP MON caution messages.
Date: 201209
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Night
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Powerplant Fuel Distribution
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Powerplant
Human factors: Confusion; Communication Breakdown; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Maintenance
When detected: Other During Maintenance
Result: General Maintenance Action
Contributing factors: Human Factors; Chart Or Publication
Primary problem: Chart Or Publication

Narrative: September 2012; I was assigned to work right engines on the B-Check here at ZZZ. One of the cards I was assigned was a brand new [Job] Card for Fuel Flow Governor Fuel Tube installation. When I read through the card the first night; I followed the steps; and on Step-3 it points out to reference Tube XXX213 or YYY958. I then went to the diagrams on the back of the card (Figure-2) which shows the tube and attaching hardware referenced in the step. I then looked at Figure-1 and used that as a reference on the engine for where the tubes are installed. I followed the paperwork and signed-off the card. When I was assigned the [same type of job] card tonight; [two nights later]; I read over the card; and spoke to the AMTS that did the job last night; and we had a problem with the card. It turns out that the tubes; as referenced on Figure-1; are mislabeled. Where it states Figure-2 and 3; they should be swapped. This could lead to installing the improper length bolts on the Fuel Flow Governor (FFG). We filed an Engineering Request on it [for revisions]; but it occurred to me; that I may have done the card improperly on the first night the card was issued; and would like to have it verified. I also believe that the card should have been redlined;[corrected immediately on the job card being worked]; as opposed to the Engineering Request process; because this is a safety issue; and not just clerical. If someone looks at the card as written; it may lead to someone else installing bolts improperly.




Synopsis: While reading a B-Check Job Card; similar to the one he had performed two days earlier; for installation of a Fuel Flow Governor (FFG) fuel tube on a B757-200 aircraft; a Mechanic realizes the attached reference diagrams were mislabeled. The diagram had incorrectly referenced the installation positions of different length bolts for connecting the fuel tube.
Date: 201311
Local time of day: 1201-1800
Location: SCT.TRACON, CA
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Final Approach
ATC / advisory: TRACON SCT
Second aircraft: B737 Undifferentiated or Other Model
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: A CRJ [was] on right downwind for south complex to cross in front of a B737 straight into north complex. Told the CRJ to expedite descent; straight in traffic would be restricted above him. Never restricted the straight in traffic or issued visual separation to him. The CRJ crossed directly in front of the B737 with 500 FT of separation and no traffic even issued. The B737 pilot never said anything. Be cognizant that just because you have a plan; it also has to be enacted and make sure it is.




Synopsis: SCT Controller described a conflict event when right downwind traffic for the south complex was crossed in front of straight in traffic for the north complex.
Date: 201601
Local time of day: 0601-1200
Location: BUR.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Small Transport
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Initial Climb
Airspace: Class C BUR
ATC / advisory: TRACON SCT
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Commercial
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Airspace Violation All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Clearance
Detector: Automation Aircraft Terrain Warning; Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Exited Penetrated Airspace; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Airport; Airspace Structure; Procedure; Human Factors
Primary problem: Airspace Structure

Narrative: I departed from 16L at VNY and requested a straight out 'to Encino Reservoir' departure with a jet departing on 16R. Tower indicated that I should turn 15 degrees to the right; upon which I informed VNY tower that I was trying to go east to Griffith Observatory for an easterly VFR path. VNY tower told me to stay 'west of departure path'; but it was confusing to me for a jet departing on the right runway I would expect them to turn to 210 degrees for the CANOGA1. The tower then told me stop my climb at 1700 feet and turn towards Griffith Park observatory. I had the traffic showing on TIS B; so I kept as far south as possible with the rising terrain and attempted to contact TRACON for clearance into Class C. By the time I reached TRACON; they restricted my climb and I was caught between rising terrain and the Class [C] of Burbank; so I kept as far south as possible maintaining clearance from terrain and complying with altitude restrictions. TRACON indicated that I had violated Burbank airspace; but I had been restricted from climbing to a safe altitude which would have allowed me to avoid their Class D airspace due to terrain.




Synopsis: A VFR aircraft departing VNY was issued instructions which confused the pilot. ATC restricted their climb and in order to avoid terrain they entered BUR airport's Class C airspace without approval.
Date: 201408
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Reporter organization: Air Carrier
Reporter function: Dispatcher
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Dispatch
When detected: Routine Inspection
Result: General None Reported / Taken
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: I had seen that this aircraft was showing in the computer as a domestic only aircraft. I notified Ops manager of this and that we needed a different aircraft. The Ops manager talked to Maintenance Control and they advised that this aircraft was currently on an international flight and had been on several international flights. I asked the Ops manager if they were going to remove the domestic only info and he advised he wasn't sure. I called Maintenance Control and asked them if they were going to remove this and was told they were looking in to it. I advised my relief of this and went home. This is my first day back from vacation and this is the reason I am filling this out now. I got an email advising me that I needed to send a report on this. I did all I could do to try and make sure this was a legal release and it ended up not being legal apparently.




Synopsis: Dispatcher reported discovering that one of the aircraft he had dispatched is a domestic only aircraft. The aircraft was currently on an international flight and had been on several international flights.
Date: 201206
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Trailing Edge Flap
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Human factors: Troubleshooting; Training / Qualification; Situational Awareness; Workload
Second reporter function: Pilot Not Flying; Check Pilot; Captain
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Fuel Issue
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action; Flight Crew Requested ATC Assistance / Clarification; General Maintenance Action
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: Called for flaps 25; the 'Trailing Edge Disagree' light came on and the flaps did not move from flaps 20. Executed a go around. At level off; called for flaps 5. Flaps stayed at 20. Ran QRH checklist. Planned flaps 20 landing. Did not call Dispatch or Maintenance. Fuel was a concern at 5.9 with flaps stuck at 20. Landed uneventfully. Unable to move flaps [with] hydraulics or electrically.


Second narrative: At about 2;000 FT on final; pilot flying (First Officer) called for flaps 25; I selected flaps 25; got a TE Flap Disagree EICAS. We conducted a go around; got radar vectors for time to accomplish QRH; completed QRH; made an uneventful landing with flaps 20. Completed [maintenance request]; gave Maintenance a thorough face-to-face debrief. Had 1:14 minute turn for next flight. Enroute on return flight accomplished debrief/lessons learned with First Officer and discovered that an an irregularity report should have be completed prior to current flight. Immediately contacted Dispatch via ACARS and made arrangement to complete the irregularity report upon landing. Report completed with Dispatcher after landing.


Synopsis: A B757-200 EICAS alerted TRAILING EDGE FLAP DISAGREE at about 1;000 FT on final; so a go around was executed. Delay vectors were requested while the QRH was complied with. With fuel considerations; a normal 20 degree flap landing was completed.
Date: 201511
Local time of day: 1201-1800
Location: FTY.Airport, GA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Beechjet 400
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class D FTY
ATC / advisory: TRACON A80
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Corporate
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Distraction; Situational Awareness
Anomaly: Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: While being vectored into FTY by Atlanta Approach we were vectored to sequence us behind a slower aircraft. As we were being switched from Atlanta Approach to FTY Tower and cleared for the visual Runway 26 we were too close to the runway and too high to continue straight in so we turned out to a longer base and squared the turn to final. While being told to switch to 118.45; FTY Tower frequency; a drone was noticed passing below us and to the left. We made mention of it and now were a bit nervous and on extra high alert keeping an eye out for another that might be in the area. During this time we were also having to execute an accelerated approach (adding flaps and gear in a much more compressed time frame due to being closer than normal to the airport). When on short final (around 1 mile) and approximately 300 ft I looked at the radio and noticed tower frequency; 118.45 had been typed in but we had not switched over to it from Atlanta Approach. I quickly made it known to the other pilot and immediately switched and called tower. Tower cleared us to land and upon landing asked us to call the tower when we were done. I called the tower once our passengers had left and conveyed the entire story to him as well; explaining how the compressed timeframe and the spotting of a drone close to the airport led to being distracted and forgetting to switch until short final. This situation was caused by allowing extra distractions take focus away from the immediate issues at hand. The other pilot was flying so the accelerated approach was in his control and the drone siting had passed but I was distracted thinking about those things behind me instead of what was in front of me.




Synopsis: BE40 First Officer reported sighting a drone during a visual approach to FTY. Due to the distraction; switching to the Tower was overlooked until very short final.