elihoole/asrs-aviation-reports huggingface dataset:
Date: 201207
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Cessna 404 Titan
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Initial Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Emergency Extension System
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft; Procedure
Primary problem: Ambiguous

Narrative: After departure the landing gear failed to retract. Red gear unlocked annunciator illuminated and the right main gear locked (green) light remained on. After a period of about 15 seconds; during which the nose gear was observed down and not moving in the mirror; I reset the landing gear lever and all three green lights indicated down and locked. After 2 more unsuccessful attempts to retract the landing gear; I notified ZZZ Departure control of the issue and requested a return to the departure airport. The rest of the flight was uneventful with vectors to a landing. After landing; the Mechanic inspecting the aircraft identified the problem from the nitrogen emergency gear extension bottle. The bottle did not reset properly during servicing and impeded the operation of the hydraulic landing gear system.




Synopsis: A C404's emergency landing gear extension nitrogen bottle did not reset properly after servicing which prevented the landing gear from retracting after takeoff so the pilot returned to land.
Date: 201411
Local time of day: 0601-1200
Location: FLL.Airport, FL
Flight conditions: VMC
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
ATC / advisory: Tower FLL
Aircraft component: GPWS
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: First landing of the day.  Landing new RWY 28L at FLL.  Sky clear. Wind N at 8 knots.  Fully configured and stabilized by 1500ft.  Flaps 30; Auto Brakes 2.  Remained stabilized throughout approach.  On glide slope. On VASI. Visual cues showed altitude correct.  Just before we crossed the threshold; GPWS announced: 'Terrain Too Low; Terrain Too Low'.* Landed normally.  2nd landing of the day; [at another destination]. No erroneous GPWS announcements.  Suspect ground based problem with the new RWY.


Second narrative: On glide slope over threshold to southern westerly runway at FLL in VFR conditions; heard 'Terrain; Terrain'. Continued and landed uneventfully.Make sure enhanced gpws has the new runway in data base


Synopsis: B737-800 flight crew reported erroneous EGPWS terrain warning over the threshold of FLL Runway 28L.
Date: 201904
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Weather elements / visibility: 5
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Normal Brake System
Component problem: Failed
Reporter organization: FBO
Reporter function: Pilot Not Flying; Instructor
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial
Anomaly: Aircraft Equipment Problem Less Severe; Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Object
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After landing; my student was [braking] and the airplane started turning hard left because the right [brake] pedal was not responsive. I tried to [brake] on my side to stop the airplane from going to the grass and didn't have any right [brake] on my end. I pumped the parking [brake] and we hit a runway edge light as we came on the edge of the runway. The issue was reported to Maintenance.




Synopsis: PA-28 flight instructor reported brake failure on landing rollout.
Date: 201207
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Fan Reverser
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Powerplant; Maintenance Airframe
Human factors: Communication Breakdown; Distraction; Troubleshooting; Situational Awareness
Second reporter function: Technician
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
Result: General Maintenance Action
Contributing factors: Aircraft; Chart Or Publication; Human Factors; Incorrect / Not Installed / Unavailable Part; Procedure
Primary problem: Human Factors

Narrative: After several minutes of troubleshooting; we called Maintenance Control to check the possibility of placing #2 Engine Thrust Reverser on MEL. I was on phone a long time discussing the problem. It took an extended amount of time to get MEL information. I was working with another Mechanic; we shared in the tasks to place #2 Engine Thrust Reverser on MEL. For reasons unknown; we installed lockout pins in #1 Engine. (I) signed the logbook; therefore it was my responsibility to verify all work was done correctly. [Recommend] after completing special procedures it would be best to go back a second time and verify all work was done by another Aircraft Maintenance Technician.


Second narrative: On a B737-700 aircraft; #2 Engine Thrust Reverser would not deploy. After troubleshooting the Thrust Reverser; it was determined that we couldn't fix it on the gate and it should be placed on MEL. I told the other Mechanic to call Maintenance Control and get our MEL information and I would lock-out the Thrust Reverser. I inadvertently walked to #1 Engine and installed the lockout pins. I was focused on running a mental check list on all the items that needed to be done to apply this MEL; since it is an involved MEL; I was trying to make sure we didn't forget any tasks. Unfortunately someone else signed the logbook for my mistake. [Recommend] making Thrust Reverser lockout an RII item.


Synopsis: Two line mechanics report they had inadvertently installed lockout pins on the #1 engine thrust reverser during an MEL deferral for the #2 engine thrust reverser that would not deploy.
Date: 201906
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: EMB ERJ 135 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Rejected Takeoff; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We picked up [aircraft] from ZZZ after its 2000 hour inspection with intentions of flying it to ZZZ1 for a fuel stop then onto ZZZ2. We had 11;100lbs of fuel on board. We picked up the airplane around [X] pm central time did a thorough preflight checked all maintenance logs and everything checked out. We proceeded to start engines and taxi out for departure around [X+45] pm central time we were cleared for takeoff runway XX. We lined up and I gave the controls to my FO whose leg it was to fly he accelerated down the runway about 3kts before V1 he called for rejected takeoff speed was around 113 kts. I stepped on the brakes and full thrust reverser as we slowed down more and more smoke filled the flight deck. We exited runway XX and taxied back to the maintenance hangar I requested airport ops to follow us to the hangar for hot brakes after we got to the hangar we proceeded to shut the airplane down to cold dark everything off.




Synopsis: EMB-145 First Officer reported a high speed rejected takeoff due to smoke filling the flight deck.
Date: 201405
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: EMB ERJ 135 ER/LR
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Autoflight Yaw Damper
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Gate; Flight Crew Rejected Takeoff
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Went to takeoff on RNAV and everything appeared normal. At about 30 KIAS First Officer (F/O) asked if I was on rudder pedals as they were stiff. We aborted the takeoff and as we slowed I noticed the YD MSG annunciator. This was not on before and the F/O distinctly remembers no YD annunciation on his PFD prior to me turning it off the [when we] taxied clear. No other issues noted and we had to return to gate for a ground stop. We did SOP and believe it to be a spurious glitch.


Second narrative: [Report narrative contained no additional information]


Synopsis: EMB135 flight crew experiences stiff rudder pedals during the initial takeoff roll and rejects the takeoff. The yaw damper was annunciated upon slowing and flight returned to the gate for a ground stop.
Date: 201304
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: MD-82
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Hydraulic System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After a normal touchdown; landing and taxi to the gate; the outbound First Officer reported a hydraulic leak in the vicinity of the left landing gear. I went down to inspect the leak myself and observed the left main landing gear strut seal was leaking significantly; and had a trail of fluid behind the airplane. I entered the discrepancy in the logbook.


Second narrative: No additional information was provided by the secondary narrative.


Synopsis: An MD-82 Captain was alerted by the outbound First Officer preflighting the aircraft he flew in that there was a substantial hydraulic fluid leak at the left main gear. The reporter returned to the flight deck and entered an appropriate write-up in the AML.
Date: 201402
Local time of day: 0001-0600
Location: ZKC.ARTCC, KS
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZKC
ATC / advisory: Center ZKC
Second aircraft: EMB ERJ 145 ER/LR
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Communication Breakdown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Other / Unknown
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance
Contributing factors: Procedure
Primary problem: Procedure

Narrative: I was working the A-side position when I was asked to assist the Radar Controller at Sector XX with a duplicate callsign issue. ZZZ Sector XX was attempting to manually hand off an air carrier; but there was already an aircraft with that callsign in YYY airspace. Both aircraft were on different flight plans and would have been approximately 50 miles apart in YYY airspace. We coordinated a callsign change for the aircraft entering YYY airspace to an air carrier and entered a flight plan for them.Ensure the airlines file different callsigns for each flight.




Synopsis: ATC discovered duplicate call signs and changed the call sign of one of the two aircraft involved.
Date: 201201
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Icing
Light: Daylight
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Climb
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; General Maintenance Action; General Declared Emergency
Contributing factors: Weather; Procedure; Aircraft
Primary problem: Aircraft

Narrative: [We had an] anti-ice failure after takeoff in icing conditions after two previous write-ups by same Captain on same aircraft the day before. Pencil-whipped after two previous write-ups and signed off a critical safety system requiring an emergency air-return. Captain previously put on a maintenance 'list' for too many write-ups and this fact complicated his outlook regarding this aircraft's problems.




Synopsis: CRJ700 Captain experiences an anti-ice failure after takeoff in an aircraft that had been written up twice previously for the same problem. An emergency is declared and flight returns to departure airport.
Date: 201908
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B787 Dreamliner Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb; Takeoff / Launch
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: 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 Overcame Equipment Problem; Flight Crew Diverted; Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On takeoff out of ZZZ at 600 AGL; flight deck received a call from the cabin crew about a strong odor of electrical burning but no smoke; by door 1 L. We checked our system pages and climbed to 10;000 feet. At that point; the [Relief Pilot]; went in the back to investigate. He didn't smell anything. We decide to call the company and continue to ZZZ1. The Company reviewed the aircrafts logs and data and saw nothing. About 80 miles off the coast of ZZZ2; we received another call from the cabin crew. The smell was back in another location and noticed by other crew members. We decided to [advise ATC] and go to ZZZ2. We decided not to dump fuel because of possibility of an event that could escalate quickly; consuming the cabin with smoke or fire and want to get on the ground ASAP. I flew the aircraft to a safe; overweight landing to [Runway] XXL in ZZZ2. After landing; brakes were hot and ZZZ2 Fire Command inspected the aircraft and followed us to the gate. Nothing was noticed by ZZZ2 [Fire] Command. At the gate ZZZ2 [Fire] Command entered the aircraft for an inspection. Nothing found. Maintenance came to the aircraft and spent a long time reviewing and checking the aircraft. Flight was postponed until the next day and we received hotel rooms.




Synopsis: B787 First Officer reported divert due to strong electrical burning odor during climb which initially dissipated but returned after a few minutes.
Date: 201203
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Human factors: Fatigue
Anomaly: Other fatigue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; General Work Refused
Contributing factors: Company Policy; Human Factors
Primary problem: Company Policy

Narrative: I was on my 8th day in a row away from home; two 4-day trips back-to-back; each with 30+ hour layovers that arrived late on day 1 and departed early on day 3; which puts my body clock out of whack. Predawn hotel pickup; the Captain and I both missed the correct altimeter setting on the before start checklist and the revised route on the PDC; even though I picked up the PDC and read it; which is my standard technique. We discovered the altimeter error on taxi-out and the PDC revision on departure; when Departure cleared us to a fix that was not programmed in the FMGC. We both removed ourselves from the remainder of the trip due to fatigue.




Synopsis: An A320 First Officer reported that he and the Captain removed themselves from a trip fatigued because the four day trip upset their circadian rhythm and they were making too many errors.
Date: 201603
Local time of day: 1201-1800
Location: ZID.ARTCC, IN
Light: Daylight
Aircraft: No Aircraft
ATC / advisory: Center ZID
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Training / Qualification
Anomaly: ATC Issue All Types
Contributing factors: Staffing
Primary problem: Staffing

Narrative: My developmental and I were paged back from break after 25 minutes so that we could go into the rotation as operational; instead of conducting OJT. The reason we were told is because we had people coming up on 2 hours TOP [Time On Position] and getting them out was more of a priority. We worked operational for about a half hour and then we took over the sector from the other developmental training at sectors 80/89. The developmental then was assigned our d-side for about a half hour before he was offered a break. During this time frame another developmental who is only checked out on one d-side had his training stopped so that his On the Job Training Instructor (OJTI) could also work operational instead of provide OJT.Tonight's staffing is at 8 Certified Professional Controllers (CPCs) and we have had 5 sectors open with d-sides assigned to at least 2 sectors. This is an unsafe situation and we are not even at the summer month's traffic levels yet. What do we need to do to get someone here on overtime? The number of bodies that we are starting shifts with has never been so low and yet we just keep working short. At some point we will need to open more sectors than we have bodies to fill the seats.Get us some overtime so we can get the developmental we have checked out and then send more bodies.




Synopsis: ZID Controller reported a shift was short staffed. Reporter stated that training had to cease at times to allow breaks.
Date: 202108
Local time of day: 0601-1200
Location: ZZZ.Tower, US
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Initial Climb
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Trailing Edge Flap
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: Instructor
Reporter qualification: Flight Crew Multiengine; Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Troubleshooting; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Overcame Equipment Problem; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; Procedure; Human Factors
Primary problem: Aircraft

Narrative: I was doing a training flight with my student. Our first four touch and goes went fairly smooth. The fourth touch and go we landed; cleaned up our flaps; visually checked our left flap was up; and added power. I was taught to visually check our flaps to make sure the motor works. I checked my left one and the motor was working. Previous flight instructors never stressed the importance of checking both flaps before taking off in case of a rod failure. I am not sure when our right flap rod broke. Our take off and landing appeared normal. After climbing 50 feet; we rolled to the left. I added right rudder to counter the roll and regain aircraft control. We made a much smaller pattern to get back to the runway we took off from. Our climb performance was poor. I made sure to keep airspeed up knowing if we stalled we would spin with the asymmetrical flaps. We safely landed without any damage to ourselves or airplane. Maintenance on the field replaced the rod on the same day and deemed the rod failure was metal fatigue. There were no signs of over-sped flaps. Although some POHs allow the first notch of flaps above the white arc; I stress to my students to never put in flaps if above the white arc. It is very easy to add too much flaps. Other instructors at the school do not teach it the same way as I do. Although not confirmed; I personally believe this could have caused the metal fatigue and the rod finally decided to give up during our flight.




Synopsis: Instructor Pilot reported a right trailing edge flap drive rod failure caused asymmetrical flap deployment and controllability issues. The Instructor made an immediate turn back to the runway and made a precautionary landing.