elihoole/asrs-aviation-reports huggingface dataset:
Date: 201702
Local time of day: 0601-1200
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
ATC / advisory: Tower ZZZZ
Aircraft component: Flap/Slat Indication
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Pilot Not Flying; Captain
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: We were flying a visual approach. I was the PF; and we were configuring normally for a visual approach. I called for flaps 25; was pausing to call flaps 30 and noticed the LE FLAPS TRANSIT (amber) light illuminated. We looked overhead and noticed the #1 LE Slat was not indicating extended. The Captain looked out and saw it actually was extended. We had a short conversation and decided the safest course of action was to land as we were confident of our configuration of gear down; flaps 25; and all leading edges extended. The landing was uneventful; and we debriefed our experience as we waited for maintenance to defer the LE indication for our return flight.


Second narrative: We were on base to final. We received a master caution for the right side window heat. I turned off the heat and reset it; but the overheat came back. I decided to continue the approach. Prior to the FAF; at 170 kts flaps 5; the gear down; flaps 15; landing checklist was called. I began to run the checklist and flaps 25 was called for and selected. I noticed the MCP speed window was flashing and the aircraft was not slowing down. We noticed the LE transit flaps amber light was illuminated. We looked up to the overhead and noticed the number 1 slat was not illuminated. The aircraft was not slowing down. We decided to select 15 and try to reset the problem. The same error occurred and I looked outside and I could see the number 1 slat was fully extended as commanded. We decided to continue as the runway was in sight. Flaps 30 was called. The trailing edge flaps remained at 25 with the handle in 30. I believe the speed was still around 170. I reset the FMC to flaps 15 target and now the autopilot and autothrottle were turned off. I don't remember what speed we were actually flying because VNAV was still engaged. We decided to continue visually on the VASI; but perhaps fast? We received a momentary GPWS which I don't recall what it was alerting us for. We were stabilized; but we did have a flaps 25 indication. Normal touchdown and taxi to the gate where we wrote up the problem.


Synopsis: B737 flight crew reported the Number 1 left slat transit light was illuminated although the slat appeared to be extended. The trailing edge flaps could not be extended beyond 25 degrees and the approach was continued to landing.
Date: 201309
Local time of day: 1201-1800
Location: YSSY.Airport, FO
Aircraft: B747-400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: During cockpit setup; the route was uploaded to the FMC; then loaded; activated and executed.  During first waypoint/route check; there were two route discontinuities and missing waypoints (30S63 and 15N42).  After a short discussion; we deleted the entire route from the FMC; and requested another route upload.  The second route was again loaded; activated and executed; with the same two discontinuities and missing waypoints.  We then tried to manually enter the route names (30S63 and 15N42); but the FMC message was; 'Not in database' and we could not enter the [waypoints].We tried to enter the waypoint by the short Lat/Long criteria (S30E163 and N15W142); but the FMC would not accept those either.  Finally the FMC accepted the waypoints by entering the entire Lat/Long (S3000.0E16300.0 and N1500.0W14200.0).  We individually and collectively checked the courses and distances against the OFP; and then departed.  Dispatch was notified via SAT phone once we were in cruise; and they passed on to Maintenance.  At first we thought that the route uploads were corrupted; but later figured that it was an FMC database problem; since the FMC did not recognize the waypoint name.  The process took about 10-15 minutes to troubleshoot and resolve.




Synopsis: B747-400 Captain reported difficulty loading certain waypoints into the FMC on a flight departing YSSY.
Date: 202012
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: I was attempting to help a passenger in Seat X3 when the service animal of passenger in Y1 lunged at me. I was afraid it would injure me or other passengers. Every time I; the other crew and passengers walk down the aisle the passenger in Y1 has to grab the leash.




Synopsis: Flight Attendant reported an untrained service animal in passenger cabin.
Date: 201908
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Commercial
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While on approach shortly [after] gear was selected down; a 'brake degrade' message came up on the EICAS. Go-around executed. While cycling gear to see if message can be recreated gear was brought up at 210 knots causing a 'gear lever disagree' message on the EICAS. Brake degrade message still there. Flight was diverted back to [departure airport] with gear down. Safely landed and brake effectiveness was decreased.




Synopsis: EMB-145 First Officer reported returning to departure airport after experiencing a 'brake degrade' message on the EICAS.
Date: 201908
Local time of day: 1201-1800
Location: LAL.Tower, FL
Flight conditions: VMC
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Airspace: Class D LAL
ATC / advisory: Tower LAL
Aircraft component: Oil Line
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor
Human factors: Situational Awareness
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 Provided Assistance; Flight Crew Landed As Precaution; Flight Crew Overcame Equipment Problem; Flight Crew Landed in Emergency Condition; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We had just completed 3 touch and goes on Runway 27 at LAL. On final approach to Runway 27 at LAL the passenger; a commercially rated pilot; noticed smoke. A few seconds later I noticed the smoke coming into the cabin from the air vents. We informed Lakeland tower we had smoke in the cockpit and would be evacuating the aircraft after landing. Since the smoke subsided after landing we taxied off the runway and shut down the aircraft.During post flight inspection we notice oil dripping from the left side of the engine compartment. When we opened the cowling we discovered the oil line was disconnected from the left cylinder closest to the firewall. This was determined to be the source of the smoke.Other than the detached oil line there was no damage to the aircraft. We towed the aircraft to the hangar and had the oil return line reattached.




Synopsis: PA28 Pilot reported smoke in the cockpit and found a disconnected oil line during post flight inspection.
Date: 201601
Local time of day: 0601-1200
Location: ZZZ.Airport, AZ
Flight conditions: VMC
Light: Daylight
Aircraft: Balloon
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Commercial
Human factors: Communication Breakdown; Situational Awareness; Training / Qualification
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Exited Penetrated Airspace
Contributing factors: Procedure; Weather; Human Factors
Primary problem: Ambiguous

Narrative: I piloted a hot air balloon on a cross-country flight as an entry in a competition. The flight was planned the evening prior to the morning launch; and on the morning of the flight; the weather looked ideal for the attempt. Top ground speed attained was 72 mph as measured by GPS during the flight. Most of the flight was flown near or below 12;500 feet MSL with an average speed aloft of 65 mph. Upon nearing the ZZZ area; a descent was initiated from approximately 13;000 feet in order to remain underneath the floor of the ZZZ Class B airspace. However; the lightly loaded balloon (which could not descend as quickly as normal); coupled with the high rate of speed (65 mph); caused me to misjudge the descent angle; causing the balloon to overshoot my intended target area/altitude by a few miles.The balloon continued over the top of the Class B airspace at approximately 10;100 feet MSL and into/through the airspace while descending from 9000 feet to 6000 feet MSL until approximately 2.5 miles from the western edge. I used my handheld aircraft radio to contact Approach but received no response; likely owing to limited transmission range. The goal of the flight was to cover the farthest distance; and that meant climbing to and maintaining a high altitude to take advantage of the fast winds aloft. At high altitude; there is reduced perception of ground speed. As well; hot air balloons rarely fly at speeds of higher than 30 mph. My relative inexperience with such high speeds caused me to overestimate the ability of the balloon to descend in time to clear the Class B. This airspace incursion would have been prevented with better situational awareness. Beginning the descent 3 minutes sooner would have kept us clear of Class B.




Synopsis: Balloon pilot reported an airspace violation due to unanticipated wind speeds.
Date: 201706
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Gear Extend/Retract Mechanism
Component problem: Malfunctioning
Reporter organization: FBO
Reporter function: Pilot Flying; Instructor
Reporter qualification: Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial
Second reporter function: Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Gear Up Landing
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: When extending the landing gear for a training maneuver the main gear extended but the gear unsafe light was illuminated.  The gear was recycled twice with the same result.  Then the operating handbook was used to verify the proper manual gear extension procedure.  This was attempted with no positive result. After that the Tower was notified of the situation and a flyby was performed for the tower to visually observe the gear. They reported both mains down and the nose gear retracted with the gear doors partially open. We then departed to orbit 5 miles north and contacted the flight school by cellphone for any additional advice. Normal and manual extensions were tried again with no positive result. The last attempt was to descend with the gear extended and abruptly pull up just before maneuvering speed was reached hoping that the addition G force may free the nose gear. This was tried 3 times with no positive result. We then notified the Tower that we were returning to land and would like a low pass first to run through the procedures and land on the next pass.  We ended up doing several low passes to allow 3 inbound jets to get on the ground first.  On the final approach the mixture control was pulled to idle/cutoff at 200 feet above the runway hoping that the prop may stop.  It continued to windmill and the landing was made on the main gear as slow as possible. The nose settled very quickly and the aircraft slid straight ahead to a stop. All systems were secured and we exited the aircraft and met at the tail as briefed.


Second narrative: [Report narrative contained no additional information]


Synopsis: C172RG instructor pilot and student reported landing with the nose gear retracted after all efforts to extend it failed.
Date: 201603
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 20
Light: Daylight
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Takeoff / Launch
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Elevator Trim System
Reporter organization: FBO
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private; Flight Crew Sea
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Human Factors; Aircraft
Primary problem: Human Factors

Narrative: The flight school just got the plane back from an annual inspection. I preflighted it thoroughly and double checked a lot of items on the preflight list. The elevator trim was set for takeoff and I did not move it. I taxied from the flight school ramp over to the school tanks and filled up. I taxied to the active runway. I did my run up and before takeoff checklist. Again I looked at the elevator trim; it was set for takeoff and I did not move it. I was cleared for closed traffic and to takeoff and did a soft field takeoff. I rotated about 50 KIAS; flew in ground effect to get my airspeed up. I had a positive rate of climb and retracted flaps to 10 degrees. Ran out of usable runway and retracted the gear. Had a positive rate of climb and retracted the flaps to 0 degrees. My airspeed was at 80 KIAS so I trimmed the nose down and the airspeed slowed. So I pushed the nose down with the yoke and tried to trim it again. The control force increased.At that point I was around 500 feet AGL and reduced RPM to 2300 and was getting ready to turn crosswind. It took considerable force to hold the yoke forward and as I turned downwind I extended the gear and reduced power to help ease the pressure off the yoke. I then checked the elevator trim indicator and it was most of the way up. I tried trimming down again and it moved up. So I moved it in the opposite direction; (to trim the nose up) and the indicator went down and the pressure on the yoke relaxed. I then trimmed the plane out using the opposite elevator trim movement as you normally would and called and asked for a full stop landing.I was close to asking for priority [handling]. Due to quick troubleshooting I found the problem and did not need assistance. I learned a very valuable lesson today. When a plane comes out of inspection do a very thorough preflight; which I did; but also move the trim tabs on the ground to make sure they deflect in the correct direction.




Synopsis: C182RG pilot reported taking off and becoming aware the elevator trim had been rigged backwards.
Date: 201404
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
ATC / advisory: Tower ZZZ
Aircraft component: Powerplant Fuel Valve
Component problem: Design; Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Commercial
Human factors: Situational Awareness; Human-Machine Interface; Confusion
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On touchdown I noticed the master warning push switch lights flashing; I looked at the display and saw 'R ENG LOW OIL PRESS.' I then looked down and saw the #2 thrust lever in the shut off position. I then said out loud to the captain who was flying; 'number two is shut down.'  He continued the landing roll out without incident. My main concern was why did it shut down; the [loss of required] cooling time for that engine and [the fact that] our left reverser was MELed; so we had no reverse thrust available. We then wrote up the discrepancy at the gate and contract maintenance cleared the write up.Maintenance said it was possibly due to dirt and buildup in the shutdown lever detent allowing the thrust lever to jump past the [flight idle/run position] and [drop into the] shut off detent.We need to be extra careful when going to flight idle; be aware that this could happen again and to check that the shut off levers are [fully seated in the flight idle/run detent].




Synopsis: A CRJ-700 flight crew noted a R ENG LOW OIL PRESS warning during landing roll out and were surprised to discover the right engine fuel shutoff lever had independently moved to the shut off detent.
Date: 201203
Local time of day: 1201-1800
Location: ZZZZ.ARTCC, FO
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZZ
Aircraft component: Aircraft Cooling System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew; Person Flight Attendant
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Diverted; Flight Crew FLC complied w / Automation / Advisory; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After about 1 hour in cruise and just prior to oceanic coast out; the Captain and I both noticed an electrical burning odor in the cockpit. After executing the proper procedure in the QRH; the Relief Pilot and #1 Flight Attendant called the cockpit to advise of a motor noise in the forward galley. After declaring an emergency and turning the aircraft around; the odor and noise both seemed to dissipate. A short time later the #1 Flight Attendant called again to tell us that the reading lights in the cabin were all flashing on and off. At this point; we were very concerned with the electrical deterioration of our aircraft. While dumping fuel; all three pilots were in the flight deck running checklists; talking to Dispatch; coordinating with our flight attendants; coordinating with ATC; and planning a divert to the nearest airport. Fuel was dumped down to about 14;000 FT and radar vectors commenced with a flawless arrival and overweight landing. We cleared the runway and had Airfield Rescue and Firefighter looks us over. After given an all clear; we taxied to an open gate for deplaning. I would like to commend both the Captain and Relief Pilot for their outstanding teamwork and procedures in handling this emergency. Maintenance discovered the exhaust fan in the E&E compartment overheated when the bearings failed. The flashing reading lights was a result of that overheat in a common bus. An alarm/sensor in the E&E compartment in that area would help to alert the pilots and possibly prevent a tragedy in the future.


Second narrative: [Narrative #2 had no additional information.]


Synopsis: A B767-300 E&E Compartment exhaust fan failed in flight causing an electrical burning smell and the coach reading lights to flicker so an emergency was declared and the flight diverted to a nearby international airport.