elihoole/asrs-aviation-reports huggingface dataset:
Date: 202202
Local time of day: 1201-1800
Location: MSY.TRACON, LA
Flight conditions: VMC
Aircraft: Medium Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach; Final Approach
Airspace: Class B MSY
ATC / advisory: TRACON MSY; Tower MSY
Aircraft component: Radio Altimeter
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Confusion; Distraction; Troubleshooting; Workload; Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: Descending on the RYTHM4 to MSY through 6;000 feet; we got an audible warning of gear position disagreement along with gear position disagreement lights. The warning was intermittent.  We also noticed that the First Officer's Radio Altimeter was erratically indicating low altitudes below 1;000 feet; while Captain's Radio altimeter was blank as normal.  The intermittent false indications continued until the landing gear was lowered at 3;000 ft.  I made an electronic log book entry and contacted Maintenance.  Full diagnostics were completed on the aircraft with no faults recorded.  This sort of erroneous warning indications would be extremely distracting in a more challenging environment such as low visibility; icing conditions; etc.




Synopsis: Pilot reported during arrival to MSY the gear position disagreement lights illuminated and aural warning occurred and continued until landing gear was lowered. The First Officer's Radio Altimeter had erratic indications.
Date: 201410
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Climb
Aircraft component: Trailing Edge Flap
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On a go around in VFR conditions my student selected the flaps to 'up' on the climb out and started to have control issues. He asked me if I had done anything to the airplane I had not and stated as such. He continued to have control issues; I called for my airplane and took control of the airplane. I did a quick troubleshoot and saw that the bottom half of the Right flap had not come up and was twisted in the down position. The Left flap was full up and the circuit breaker was popped. I reset the breaker and put the flaps back to the position that matched the left side flaps. We then landed the aircraft without further incident.

Callback: Reporter stated the flap that was misaligned and would not retract was the Right wing flap; not the Left wing flap position. The Left flap did retract to full up. He was the Instructor sitting in the right seat and just got the positions confused when he was writing the NASA report. The Inboard (I/B) end of the Right flap was stuck in the Flaps Extend position as the Outboard (O/B) leading edge end of the same flap started to retract. Flap movement stopped when the flap canted (twisted); overloading the Flap motor and popping the Circuit Breaker. There appeared to be some sort of bracket sticking up at the inboard end of the jammed flap; where the flap rollers are located. He did not know what Maintenance actually found was the cause of the asymmetric position of the Right flap. The Student pilot in the Left seat was the owner of the aircraft.



Synopsis: A Flight Instructor reports about a Right Flap Assembly that jammed at the inboard flap track on a Cessna C-182 aircraft during flap retraction. The Right flap outboard leading edge continued to retract until the asymmetric position of the flap overloaded the flap motor; popping a circuit breaker.
Date: 201908
Local time of day: 1201-1800
Location: ZDC.ARTCC, VA
Flight conditions: Marginal
Weather elements / visibility: Rain; Thunderstorm
Light: Daylight
Aircraft: B767-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Climb
Airspace: Class A ZDC
ATC / advisory: Center ZDC
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Climbing out around FL340 avoiding thunderstorms. We received a master warning main cargo door and we also observed a loss of pressurization. We don the oxygen mask we established crew communications and we requested ATC assistance. We proceeded to descend to 10;000 ft. and ran the QRH at that time I took the controls. We made a choice to divert to ILN because of the thunderstorms. We landed on Runway 22R without a problem.


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


Synopsis: Captain reported loss of pressurization during climb out; necessitating a precautionary landing.
Date: 202007
Local time of day: 1201-1800
Location: SNA.Tower, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Final Approach
Airspace: Class C SNA
ATC / advisory: Tower SNA
Second aircraft: Cessna Aircraft Undifferentiated or Other Model
Reporter function: Trainee
Reporter qualification: Flight Crew Student
Anomaly: Conflict NMAC; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Clearance
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: While in the pattern for right traffic for Runway 20R I flew too tight of a pattern. This meant that when I turned right base and went wings level I had overshot 20R final and had to make a steep right turn to correct. Once on short final ATC advised traffic to my left for the parallel runway and when I looked there was Aircraft Y on short final for the parallel runway. Due to our close positions on short final it is likely a NMAC occurred as a result of my overshooting final for Runway 20R.




Synopsis: Pilot reported overshooting final and possibly having a NMAC with another aircraft also on final.
Date: 201405
Local time of day: 0601-1200
Location: SLC.Airport, UT
Flight conditions: VMC
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class B SLC
ATC / advisory: TRACON S56
Aircraft component: FMS/FMC
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer
Human factors: Communication Breakdown; Confusion; Distraction
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Overshoot; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance; Flight Crew Became Reoriented
Contributing factors: Procedure; Environment - Non Weather Related; Aircraft; Human Factors
Primary problem: Ambiguous

Narrative: Descending into SLC on the WAATS 3 Arrival (landing south); we were approaching QUIPA. Approach Control gave us a new altitude assignment of 11;000 FT. At that very moment; our attention was diverted to the LEGS page because of a sudden route discontinuity that appeared just as we were about to cross QUIPA. This caused us to overshoot QUIPA by a considerable amount. We were later told that our clearance was 11;000 FT but we both must have been thinking 10;000 FT; and we can probably attribute this to the distraction of quickly trying to get back on our proper route. We were later informed that GPS jamming had started at that precise time in the Utah Test and Training Range (UTTR). This would explain the sudden discontinuity. As we were about to level at 10;000 FT we were told to maintain 11;000 FT and we were given a vector heading toward the north. A change of runway assignment was also issued to us at this approximate time; further contributing to our 'perfect storm' of task saturation. We climbed back up to 11;000 FT and continued an uneventful approach and landing. We did not receive any TCAS Alerts; and we were later told that no loss of separation occurred. Pay closer attention to altitude window setting. Broadcast GPS jamming NOTAM's at start time and during jamming activity.




Synopsis: B737 First Officer reports an altitude and track deviation during the WAATS 3 arrival to SLC. Approaching QUIPA the crew is issued a descent to 11;000 FT and a runway change at the same time military jamming of GPS commences. This results in a route discontinuity and a track deviation; along with a descent to 10;000 FT instead of 11;000 FT.
Date: 201407
Location: HII.Airport, AZ
Aircraft: No Aircraft
Reporter organization: Personal
Reporter function: Observer
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Observer
Result: General None Reported / Taken
Contributing factors: Airport; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: I would like to file a complaint about a business near HII. They have a 100 foot flagpole that is supposed to have a beacon on top lit 24 hours a day because it is on the other side of the street from the airport. This was one of the regulations required for this store to open. This light is currently not working and is a safety issue for both aircraft and the public. This pole is completely dark at night and not even an aircraft can see it. Please address this matter for our safety.

Callback: The reporter stated that he is not a pilot; but knows that the obstruction lighting is required; a white light during daylight hours and a red light during night hours. Just minutes before calling he drove by that location and the light remains inoperative.



Synopsis: A concerned observer reported that the white and red warning lights on top of a business's 100 FT flag pole opposite HII are unlit.
Date: 201210
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Light: Daylight
Aircraft: MD-83
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: Fuel Quantity-Pressure Indication
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Commercial
Human factors: Distraction; Human-Machine Interface; Time Pressure; Training / Qualification
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural FAR; 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 Diverted; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Human Factors

Narrative: At cruise FL320 the 'Fuel Low Light' illuminated. Ran DC9 QRH procedures with fuel quantities above 2;500 LBS. Fuel reading crossing before descent was 7;000 LBS with 0 center. After reset; Fuel Low came back on. As per the Warning Note in QRH and a system check in the operating manual. Determined that without a fuel slip from our departure station; could not determine our fuel aboard was correct. Light comes on to indicate less than 2;500 LBS in tank. Needed 1;700 LBS to continue to our destination; a major airport was 40 miles behind us. Declared Emergency with ATC; turned direct to the airport and landed North on Runway 35R. Normal landing. Had Maintenance stick tanks for fuel aboard aircraft to determine known quantity on aircraft; sticks showed about 700 LBS less than what was indicated. Had Maintenance placard system; added a known quantity of fuel and departed for our destination.




Synopsis: A MD-83 Fuel Low Light illuminated at FL320; but without a departure station fuel slip the crew was uncertain about the quantity indicated so an emergency was declared and the flight diverted for fuel and maintenance.
Date: 201911
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: SR20
Operator: FBO
Operating under: Part 91
Mission: Training
Flight phase: Initial Climb
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: FBO
Reporter function: Pilot Flying; Trainee
Reporter qualification: Flight Crew Student
Human factors: Workload
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After taking off all gauges were in the green. Upon reaching 600 feet on 050 heading; instructor pilot noticed a rise in EGT 1 and slow rise in temperature for CHT 1. Instructor leveled aircraft in attempt to cool engine around 800 feet. Cylinder Head Temperature went into red and instructor asked to return to ZZZ for hot cylinder temperature. Instructor then called Tower and asked for Runway XX for landing. During short approach the temperatures came back to normal.




Synopsis: SR20 student pilot reported a high EGT and CHT in the Number 1 cylinder during the initial climb; resulting in a return to the departure airport.
Date: 201208
Local time of day: 1201-1800
Location: ZAB.ARTCC, NM
Aircraft: SR22
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Flight phase: Initial Climb
Airspace: Class E ZAB
ATC / advisory: Center ZAB
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: R-Side Trainee; I'm working alone on the D-Side. An SR22 assigned an altitude that violates MIA for a direct/as-filed clearance. I release the SR22 off Runway 20 at SAF; turn left heading 160 climb to 110 to comply with MIA. Somewhere south of SAF VOR; the R-Side cleared the aircraft direct HOT while the aircraft was still below the MIA. We lost RADAR on the aircraft shortly after (expected; by me at least; due to known area of poor RADAR coverage). The direct clearance put the aircraft in to a 120 MIA area some miles east. EMSAW began to flash. I ask what the R-Side's intentions; they did not respond; and the aircraft penetrated the 120 MIA areas with no action taken. Controllers appear cavalier about MIAs. If someone is 'just clipping' an MIA that's above an aircraft's current or assigned altitude; many do not bother to turn an aircraft or otherwise react to remedy the situation; presumably because there's 'no way' they will hit anything. As a related tangent; many Controllers seem to be of the impression that simply asking an aircraft if they 'can maintain [their] own terrain and obstruction clearance' (not done in the above case; but was performed for another aircraft shortly before this incident) alleviates their responsibility to not provide course guidance below the MIA. The workforce needs to be directly educated and trained about the provisions and consequences of 4-2-8.d; particularly the note. Also 5-6-1.c which is more applicable for this particular event; ZAB has in the past issued briefing items about this very problem; as it is commonplace around here. It has not stuck in any meaningful fashion that I have seen. Some-one's going to be driven in to terrain by a Controller if this keeps up and the Controller's going to think they're in the right. Again; this is not an isolated incident. This happens on a fairly regular basis; and not just with trainees.




Synopsis: ZAB Controller expressed concern regarding the facility's controllers adherence to the MIA requirements; the reporter claiming the event witnessed was not a isolated event.
Date: 201507
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Other / Unknown
Anomaly: Ground Event / Encounter Other / Unknown
Detector: Person Flight Attendant
When detected: Taxi
Result: General Physical Injury / Incapacitation
Contributing factors: Airport; Human Factors
Primary problem: Ambiguous

Narrative: All flight attendants were standing in our demo positions when the Captain suddenly slammed the brakes causing all of us to go flying thru the air like rag dolls. I flew backwards and hit my head on the metal counter in the galley. Then forward to hit my forehead on the jumpseat. I was completely incapacitated and unable to perform my flight attendant duties. I was taken by ambulance to the hospital. I ended up spending the night with bleeding on my brain and a concussion. My CAT scan shows a bulging disc in my neck and I continue to have lower back pain. Two other flight attendants were injured as well as one passenger.




Synopsis: Flight Attendant reported injuries to herself and others when the aircraft came to an abrupt stop.
Date: 201212
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Engine Control
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer
Human factors: Training / Qualification; Workload; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action; Flight Crew Landed As Precaution; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During climbout passing approximately 12;000 FT MSL; the #2 Engine surged from CLB power of approximately 85% N1 to well over 100% N1; instantly exceeding both N1 and N2 limits.  The Captain (pilot flying) immediately accomplished the engine limit/surge/stall immediate action items by disengaging the autothrottle and pulling back the affected thrust lever to maintain limits. After several more surges; the engine stabilized at a normal power and thrust setting. Pilot not flying ran the Engine Limit/Surge/Stall Checklist in conjunction with the pilot flying. The Captain conferred with Dispatch to determine an appropriate landing location. Dispatch mutually agreed upon a divert to a nearby airport; which was accomplished without further incident.No Crew actions could have prevented this event as it was an engine-related malfunction. The crew performed admirably and safely recovered the aircraft and all persons onboard.




Synopsis: A B737-700 #2 Engine surged to well over 100% at climb power so the Captain immediately completed the Engine Limit/Surge/Stall QRH procedure and the flight diverted to a nearby airport.
Date: 202001
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Landing
Reporter organization: Personal
Reporter function: Pilot Not Flying; Instructor
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Commercial
Human factors: Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Gear Up Landing
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: After making a safe landing on runway; the student accidentally released the 'Johnson Bar' gear handle causing the gear to retract on the landing roll. I immediately tried to force the handle back into its gear down and locked position; while the belly of the aircraft impacted the surface of the runway and the aircraft began to depart the runway to the right. I immediately pulled the mixture into the idle cutoff; and steered the aircraft using the rudder controls to avoid runway lights. The aircraft came to a rest on the right side of the runway in the grass. I turned off the master; fuel valve; and took the key out of the ignition. We both left the aircraft immediately with no injuries to either of us at all.




Synopsis: Student pilot on training flight in a Mooney accidentally raised landing gear during landing rollout. No injuries reported.