elihoole/asrs-aviation-reports huggingface dataset:
Date: 201506
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: MD-80 Series (DC-9-80) Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Flight Director
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Departure Airport; Flight Crew Landed As Precaution; Flight Crew FLC Overrode Automation
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We departed on the STAR off of Runway 25R.  Passing through approximately 9;000 ft; the autopilot disengaged; First Officer's (FO) flight director disappeared; and FO's Flight Mode Annunciator (FMA) ARM; ROLL; and PITCH mode windows went blank. The Captain's side was still working and we switched Flight Director (FD) selector operative system. We ran the QRH procedure for a blank FMA and after a few minutes the autopilot disengaged again and both flight directors and FMA blanked. We leveled off with ATC approval below RVSM airspace; and coordinated to return to the airport.  While descending; the flight directors started working again. We landed uneventfully.  This aircraft has multiple pieces of equipment in the cockpit that are different from the other aircraft in the fleet. Crews must maintain a vigilant crosscheck of these systems to ensure they are operating as expected. Differences in flight management techniques due to the lack of VNAV and different type of FMS controls should be thoroughly briefed prior to departure.




Synopsis: MD-80 First Officer reported during climb the autopilot disconnected; the First Officer's flight director disappeared; and the flight mode annunciator's ARM; ROLL; and PITCH mode windows went blank.
Date: 201704
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Situational Awareness; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: I was the lead. When I first pulled up the flight I saw 2 animals and a hazmat on the Dangerous Goods stage and to secure it with 15 bags. I pulled up my paperwork; not knowing that the load put the hazmat below the line; and I told my bag match guy to make sure to put 15 bags around it. They put in 21 bags. I proceeded to load the rest of the bag cans while they were doing [that]. I locked out my flight and it took off. Then the cargo people asked me about the hazmat and I told them it was on the plane and they had to turn the plane around and bring it back to remove it which I did. The hazmat was 13 LBS over weight.




Synopsis: Air Carrier ramp employee reported an international flight was called back after takeoff to remove an excessive amount of HAZMAT that had been loaded.
Date: 201509
Local time of day: 1201-1800
Location: AVP.TRACON, PA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class E AVP
ATC / advisory: TRACON AVP
Second aircraft: Medium Transport
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness
Anomaly: Conflict NMAC
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: Flying from KMSV to KIPT at 4;500 feet participating in VFR Flight Following with Wilkes Barre approach on 124.5.Wilkes Barre told a Cessna to maintain VFR at or below 3;500 feet; The Cessna acknowledged. Wilkes then instructed me to maintain VFR at or above 4;500. I acknowledged and climbed 100 feet to 4;600 feet.Wilkes then told [a regional jet] that there was Cessna traffic restricted 3500 or below and Archer traffic restricted 4;500 or above maintain 4000. A couple minutes later I spotted a Regional Jet at my 11:00 climbing thru my altitude. As the jet passed by on my left side I called 'traffic in sight clear'. The Regional Jet passed thru my altitude around my 10:00 at a horizontal distance of 200 to 400 feet.A moment later I told Wilkes Barre 'That was close'.The Regional Jet then said that he had an RA and had made a TCAS climb. Wilkes then said yea there was traffic at 3500 restricted below and traffic 4600 restricted above and you climbed right into the 4500 traffic.It is troubling that the Regional Jet's TCAS directed the pilot to climb into traffic to avoid lower traffic. My transponder is in good working condition; inspected and certified within the last 6 months.If a similar situation occurs I will offer to take a vector to increase horizontal clearance.




Synopsis: PA28 pilot reported an NMAC with a regional jet in the vicinity of AVP when the regional jet responded to a TCAS to climb.
Date: 201402
Local time of day: 0601-1200
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Light: Daylight
Aircraft: B737-900
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Fuselage Bulkhead
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Aircraft; Human Factors; Incorrect / Not Installed / Unavailable Part
Primary problem: Human Factors

Narrative: Thought the loud squeal during flight was a bad window seal. Upon Maintenance Inspection; they found a total of 17 bolts missing between the four inspection panels in nose gear compartment. The remainder of the bolts you could loosen with your fingers. The differential pressure with the loose plates was making the noise. Safety concern.

Callback: Reporter stated he was flying a B737-900 aircraft. The loud squeal sounded like it was coming from the Number 3 cockpit side window. The aircraft maintained cabin pressure without any issues indicated. He could not find any previous discrepancies involving a pressure leak or loud squeals and was unable to determine if the aircraft had been in a Maintenance Check recently.Reporter stated Contract Maintenance was called to the aircraft; but these Aircraft Maintenance Technicians (AMTs) were very well trained employees of an International Flag Carrier that operated the same type of aircraft in the area. They performed a Cabin Pressurization Check and isolated the squeal sound to the nose landing gear compartment pressure access panels. The AMTs noted that the hex bolts used to attach the four pressure panels appeared to be too long; had been loosening up from vibration and backing out of the attach holes. Correct length of bolts were installed; another Cabin Pressurization Check and the aircraft released for service.



Synopsis: B737-900 pilot reports a loud squeal inflight; no pressurization problems noted. Contract Aircraft Maintenance Technicians (AMTs); found four pressurized access panels in the nose landing gear compartment with 17 bolts missing and others working loose.
Date: 202105
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: Helicopter
Operator: Corporate
Mission: Other Medical
Flight phase: Parked
Aircraft component: Gearbox
Component problem: Improperly Operated; Malfunctioning
Reporter organization: Corporate
Reporter function: Lead Technician; Technician
Reporter qualification: Maintenance Powerplant; Maintenance Airframe
Human factors: Situational Awareness; Time Pressure; Distraction
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Maintenance
Detector: Person Flight Crew
When detected: Other Post Flight Walk Around
Result: General Maintenance Action
Contributing factors: Aircraft; Procedure; Human Factors
Primary problem: Procedure

Narrative: Aircraft X was in a full 300 hour inspection for two weeks in ZZZ at Base XXX. I was leading the project working the hours of XA:00 to XM:00 everyday. We were short on man-power and the ones that arrived to help were only able to help a couple days at a time and then another hand or hands would show up to help. The base mechanic out of ZZZ1 refused to come help. I started the inspection at the tail and was lubing the splines and got pulled to the front due to a crack found in the broom closet which turned out to be structural. We had to remove all the controls and the servo rack up top in order for the repair to get done. A vendor was called in to repair it which took a full two days and I was up there removing anything else he needed. We finished all the inspections and the aircraft went back to the base and after a flight the pilot noticed a nut sitting in the drain hole on the thrust reverser gearbox fairing. Base mechanic was called in and found the nut on the furthest aft hangar bearing bolt (there are one on each side); came off. The other bolt was still in and cotter pinned and the bolt was still in on the left side with no nut. I was having to do a bunch of jumping around due to different hands coming in on several different days and lost focus. I thoroughly believe I put the nut on but didn't cotter pin it.




Synopsis: Technician reported not installing a cotter pin in the nut for a bolt on the aft bearing hangar for the Thrust Reverser gearbox fairing.
Date: 201404
Local time of day: 1801-2400
Location: ZDC.ARTCC, VA
Light: Night
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZDC
ATC / advisory: Center ZDC
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Confusion
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Procedure; Human Factors
Primary problem: Procedure

Narrative: Enroute to GVE we were [cleared] to hold 'at GVE; West; as published; EFC at 0110.' We repeated the clearance and entered the hold in the FMS. While on the outbound leg ATC inquired if we were in the holding pattern and I responded that we were. ATC requested our [DME from GVE] and we [advised] that we were 12 DME [outbound]. He said his clearance was to hold as published and we should be within 10 miles. We were at FL370 and the FMS gave us 1.5 minutes of holding time which required 13 NM. We [reprogrammed] the distance to 10 miles and continued the holding. No further action was required.ATC should be specific on the desired distance in the holding pattern.




Synopsis: When cleared to hold '...west; as published at FL370...' at GVE the flight crew of a CRJ-700 entered the pattern utilizing standard 1.5 minute legs. Center took exception; advising that 'as published' restricted outbound legs to 10NM.
Date: 201507
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
ATC / advisory: CTAF ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airport; Human Factors
Primary problem: Airport

Narrative: After a long duty period day the captain and I took our last flight late. It was nighttime and I was tired but not fatigued. I was the FP (flying pilot) and the takeoff was normal and enroute we had to deviate around storms. The tower was closed. I decided to do the GPS XX approach to give me a safe vertical descent rate. On approach during the descent roughly about 1500 feet above the ground after gear down and the flaps 30 callout the previous pilot of a single engine aircraft who landed at the airport noticed that the runway pilot controlled lighting did not work with the keying of the microphone. He notified us on the CTAF frequency of his finding and stated during his approach that he could see the runway and that his landing was not a nonevent. The captain (NFP) attempted to key the mike to operate the runway lighting. During this time we both stated that we had not encountered this problem before during our careers and weren't aware of the answer whether it was ok or not to land at an airport without runway lighting. During my approach I noticed that I could see the PAPI for runway XX on the left side of the runway which assisted my angle of approach. There was runway edge lighting to determine the runway position; runway distance markings and the airport was lit from all the lights around the airport. So we decided to land because we could see the runway despite not have runway lighting. After I got to the hotel after midnight I researched the FOM and found that we are not supposed to land at an airport or takeoff without runway lighting. Although it states that; there isn't a mediation which tells us what to do in this case.Try not to be in a rush despite having a 12 hour duty day. I should have gone into a holding pattern and had the NFP look up the FOM to determine the current situation we had before I landed. It would have been helpful if there was further answers of what to do in this case in the FOM.




Synopsis: During approach; a CRJ200 First Officer discovers that the pilot controlled lighting at the destination airport is inoperative. With a good view of the runway and PAPI lights; the approach is continued to landing. Later it is learned that landing without runway lights is prohibited by the company OpSpec.
Date: 201606
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: SA-227 AC Metro III
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Taxi
ATC / advisory: Tower ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: Taxi
Result: General Evacuated
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After taxiing out we were stopped and holding short of the runway and doing our before take-off checklist. I advanced the power on the right engine to do the 'NTS [Negative Torque Sensing] check' and noticed as I was adding power the engine was not acting normal and the power started to decrease and this was confirmed on the RPM gauge. The engine then began to shut down. The first officer noticed that there was black smoke and fire coming from the right engine. The Captain immediately executed the 'Engine Fire On Ground' memory Items and notified ATC that the engine was on fire; requested the fire trucks and that the crew was evacuating. The First Officer got out the check list and confirmed all items were complete. At that point we evacuated.I see no way the crew could have avoided this event. I am very pleased in the way that the First Officer and I handled the event. Our training kicked in and we executed the communication with ATC; memory items; and checklist quickly and perfectly.




Synopsis: SA227AT Captain reported he and the First Officer evacuated the aircraft on a taxiway after shutting down the right engine because of an engine fire.
Date: 202111
Local time of day: 1201-1800
Location: ZZZZ.ARTCC, FO
Flight conditions: VMC
Light: Daylight
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZZ
Aircraft component: Electrical Distribution
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While approximately 2 hours into the cruise phase of flight; we were notified by our #1 [Flight Attendant] Crewmember of an apparent odor emanating from an area between rows XX-XY. The odor was summarily described as burning wire insulation. The odor was not described as emanating from the environmental aircraft systems and was temporary; not persistent in nature. There was no report of concern by any of the customers. I told our [Flight Attendant] to keep me advised and discussed the event as described with my First Officer to assess what might be causing the odor. There was nothing readily apparent on any of our aircraft system displays to locate a possible source. I later asked our [flight attendant] team if the source was coming from any of the overhead storage compartments and they said that the odor seemed to be emanating from the floor area. There were no further reports of odor from the aforementioned area for the rest of the flight until beginning the approach phase of flight at 10;000 ft. The same odor was again detected by our inflight team and we advised them that we would be landing shortly and would have a Maintenance Technician inspect. I was not advised of any customers that may have been impacted by this cabin odor event. A write-up was placed in the logbook describing this event and maintenance representative requested to meet flight.




Synopsis: A321 Captain reported that the #1 Flight Attendant reported smoke and fumes emanating during cruise. The smoke and fumes dissipated but reappeared on descent; prompting a request to Maintenance to inspect the aircraft upon landing.
Date: 202005
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Cessna 402/402C/B379 Businessliner/Utiliner
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Climb
Airspace: Class C ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Commercial
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; Flight Crew Requested ATC Assistance / Clarification; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I took off [and] my engine instruments were all in the green arc; and I did not notice anything abnormal. Approximately 3 minutes after I took off; during my climb; I felt a yawing motion to the left; I heard what appeared to be the left engine losing power; this was further confirmed by a drop in my left manifold pressure. I then noticed a rapid drop in my left oil pressure; and noted white/gray smoke coming out of the top of the left engine. I proceeded to shut down and secure the left engine; as per the QRH. I then returned to [departure] airport. I was met by various airport personnel; including ARFF (Aircraft Rescue and Firefighting). I was the only person on board; and I did not sustain any injuries.I believe that the left engine experienced a severe oil leak; which then resulted in a drop in oil pressure as well as smoke.




Synopsis: C402 pilot reported returning to departure airport after shutting down the left engine because of low oil pressure and loss of power.
Date: 201705
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Bonanza 35
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Fuel Line; Fittings; & Connectors
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Fuel Issue; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: A BE35 Bonanza departed ZZZ at approximately XA:30 for a direct flight to ZZZ1. At approximately XC:15 I diverted to ZZZ2 upon observation of a continual spray out of the  cap of the right main fuel tank. I landed and had minor greasing of cap and subsequently departed to ZZZ1 (destination). At approximately XD:40 a sudden and violent turn and descent occurred. I immediately controlled the yoke to reestablish level flight; searched for handle to move gas flow from right to left main and [advised] ATC. As control and checks were executed I decided to divert to ZZZ3. With the plane maintaining altitude and power I executed a non-eventful landing at ZZZ3 after 2 attempts. Once on the ground there was a leak of gas from under the engine.My major advice is to be aware that a situation can develop in a number of seconds and keep a record of all fuel used and time remaining.




Synopsis: BE-35 pilot reported diverting due to a loss of fuel out of the right fuel cap; then diverting again later after losing power associated with a fuel leak.