elihoole/asrs-aviation-reports huggingface dataset:
Date: 201508
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dawn
Aircraft: B747-400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Cargo Compartment Fire/Overheat Warning
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
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During approach at approximately 1500 AGL the master caution activated as well as the fire bell and the EICAS indicated a FIRE CARGO AFT. The PIC (PM) delegated the QRH checklist to the observer pilot and then continued to assist me with the landing duties. On short final; the observer pilot reached the point in the checklist where the cargo fire bottles needed to be discharged. The crew agreed to execute the discharge action. After discharge; and in the flare; it was noted that the FIRE CARGO AFT EICAS message had blanked. However; towards the end of the rollout; the EICAS once again indicated a FIRE CARGO AFT and again illuminated the master warning and triggered the fire bell.ATC was informed and fire equipment was requested. We stopped on the taxiway and coordinated a scan of the Aircraft with the Fire Commander.  All engines where shut down per the Fire Commander's request and we were inspected by the emergency crews.  We were given an 'all clear' report and were escorted to the cargo parking under our own power. With respect to the SHUTDOWN checklist; simply indicating the location of the CVR circuit breaker on the checklist would have made the conclusion of our flight and long day just a bit easier.




Synopsis: B747 First Officer experiences an Aft Cargo fire EICAS message along with the master warning and fire bell at 1500 AGL during approach. The approach is continued and the Relief Pilot handles the QRH procedures. The fire agent is discharged just before landing and the fire warning blanks. During the roll out the fire warning starts again and Airport Rescue and Fire Fighting (ARFF) is summoned; but no indication of fire is found.
Date: 202004
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: Other / Unknown
Human factors: Workload; Time Pressure
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Hazardous Material Violation
Detector: Person Ground Personnel
When detected: Routine Inspection
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was assigned to Aircraft X. I went to get a tool box but it was already taken out. We loaded the flight. I held the freight Hazmat box because we did not have 15 bags. The mail did not show up. I was trying to lock the flight out to get it pushed out on time. I remarked the Hazmat as OTH; but I forgot to remark the mail as NSH. These kind of mistakes can happen when you have to load a flight in less 15 minutes.




Synopsis: Airline ground personnel reported Hazmat documentation error occurred due to insufficient time allowed to properly load and close out flight.
Date: 201208
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Fuselage Panel
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Maintenance Action
Contributing factors: Human Factors; Manuals
Primary problem: Human Factors

Narrative: This is the fourth time in six weeks (an unacceptably high rate) that I have found speed tape covering a bad belly fastener on an Airbus [320]. Someone in Maintenance found a bad fastener; could not fix it for some reason; and then did not document. More disturbingly; in three of the four cases the fastener could NOT have been deferred per the AMM [Aircraft Maintenance Manual]. The fasteners were at the corner or [adjacent to the] corner position of large belly panels.




Synopsis: An A320 First Officer reports finding several incidents of undocumented maintenance regarding speed tape covering a bad fastener.
Date: 202201
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: SA-227 AC Metro III
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Climb
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Pitot-Static System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Confusion; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On climb out when climbing through 2;200 ft.; my altimeter froze there and my airspeed dropped to zero. My First Officer side was still operating and I tried troubleshooting by switching to the alternate static source while still climbing. When I switched to the alternate static source the altimeter jumped to 3;000 ft. but then stayed stuck there. ATC asked me why it looked like I had leveled off between 2;000 to 3;000 ft. and I advised them that I was actually climbing through 8;000 ft. and was going to level off at 8;500 ft. and I had an issue with my pitot static system. After troubleshooting realizing that I wouldn't be able to fix the issue and ZZZ was still VFR I told them I would air return to ZZZ and they vectored me back. I do not believe this would be considered an altitude deviation as I was cleared to climb to 10;000 ft. and had not made it there yet.




Synopsis: Pilot reported airspeed went to zero and altimeter froze on climb out. The pilot elected to perform an air turn back and precautionary landing.
Date: 201303
Local time of day: 1801-2400
Location: CHO.Airport, VA
Flight conditions: VMC
Light: Night
Aircraft: Medium Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach; Initial Approach
Airspace: Class D CHO
ATC / advisory: Tower CHO
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Situational Awareness; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Took Evasive Action; Flight Crew Returned To Clearance
Contributing factors: Airport; Chart Or Publication; Procedure
Primary problem: Ambiguous

Narrative: Coming into CHO at night we could never hear the ATIS until about 45 miles out due to the same ATIS frequency with Chambers Field so we planned on Runway 21 straight in landing. Checked on and asked for Runway 21 and then changed us to Runway 3 because of the winds. I have been into this airport before many times but never from this direction from the north. I know significant terrain exists west of the airport but we were staying on the east side of the field on our right downwind at 3;000 feet on a clear night so terrain wasn't my immediate thought. We were cleared the visual approach Runway 3 and the Captain set in 2;200 feet which was about 1;500-1;600 feet AGL which is normal pattern altitude. At 2;200 feet we got a terrain EGPWS and climbed back up to our vectoring altitude of 3;000 feet and the EGPWS message cleared. At that time Tower gave us a low altitude alert as we climbed. We proceeded to the airport and landed uneventfully.The chart pages mention terrain up to 4;000 feet 10 miles west of the airport but make no mention of any terrain to the east. Looking at the MSA on the ILS Runway 3 shows an MSA of 2;000 feet in the east quadrant so I was confused but then realized it was referencing GVE which is east of the field. So we were in the west quadrant which has a higher MSA so that was an error.Definitely pay attention to the terrain more carefully. An airport doesn't have to be a designated mountainous airport to be a terrain threat.




Synopsis: On a night VMC approach to CHO from the east; an air carrier EGPWS alerted at 2;200 feet just as ATC issued a low altitude alerted so the crew climbed to 3;000 feet then continued the approach to a normal landing.
Date: 201309
Local time of day: 0601-1200
Location: SCT.TRACON, CA
Flight conditions: VMC
Weather elements / visibility: 20
Light: Daylight
Aircraft: Bonanza 36
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Descent
Airspace: Class E SCT
ATC / advisory: TRACON SCT
Aircraft component: GPS & Other Satellite Navigation
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Confusion; Human-Machine Interface; Situational Awareness
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: I filed a flight plan using fltplan.com. I received and correctly read back my clearance from delivery. However I input the clearance to my GPS navigator by referencing the forecast winds aloft section of fltplan.com; not the actual route.  This caused me to omit fixes POXKU and PDZ and I navigated towards terrain.  ATC called; and asked if I was given a vector to join V8 which I had not.  I was then given a vector which I dialed into my heading however I had disengaged my autopilot; and I did not notice I was not turning to the heading.  I was given a second vector when I noticed autopilot was not engaged. The Controller then asked how I was navigating to PDZ; which I did not respond to as I was not navigating towards PDZ. This problem was compounded by my recent installation of a 'Glass Panel' Aspen Navigation system.  I am not familiar with the system yet and did not confirm where my first vector was towards. Additionally; I should have requested vectors; or direct to a fix when I realized I did not know where I was going. I have been trying to fly in the IFR system in VMC as much as possible to gain experience with the new navigation systems.  I probably need to continue that with an instructor.




Synopsis: BE-36 pilot reports a track deviation due to errors entering his cleared route into his GPS and lack of familiarity with a new glass panel flight display.
Date: 202004
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Night
Aircraft: Tecnam P2006 Twin
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
ATC / advisory: CTAF ZZZ
Aircraft component: Nose Gear
Component problem: Failed
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Commercial; Flight Crew Flight Instructor
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Other Landing
Result: Aircraft Aircraft Damaged; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: My student made a stabilized approach to Runway XX at ZZZ with landing gears 3 green verified. During the landing phase; the main wheels touched the runway without any problems; but as the nose gear came down and made contact with the runway; the nose gear down-indicator green light turned red along with the gear pump warning annunciator going off on the PFD. The next event was an immediate collapse of the nose gear. The student's landing was not a hard landing as it may sometimes be during training operations. Given that the landing itself was not any harder than normal landings (seeing that the ELT did not activate); I believe it may have had something to do with a mechanical failure. There was not much we could have done to prevent this situation as the nose gear immediately dropped after contact with the runway; leaving no time to execute a go-around or preventative action.




Synopsis: P2006 Tecnam Flight Instructor reported a nose gear collapse on normal landing with no previous indication of a problem.
Date: 201705
Local time of day: 0601-1200
Location: L35.Airport, CA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Taxi
ATC / advisory: CTAF L35
Second aircraft: Small Aircraft
Reporter organization: FBO
Reporter function: Instructor
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial
Human factors: Situational Awareness; Time Pressure
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Runway
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Departing a new airport on an IFR flight plan; we announced on CTAF that we were taxiing to a departure runway via the taxiway. We were under a time constraint from clearance delivery (short clearance void time) and were feeling rushed to get off the ground. The only runway at this airport is parallel with all taxiways. Seeing the taxiway location sign ahead; we mistakenly entered a runway while another light aircraft was departing from the other end. As we noticed the white centerline markings; the departing aircraft passed over us and we quickly exited the runway.




Synopsis: C172 instructor reported taxiing onto the runway at L35 while another aircraft was taking off from the opposite end. They quickly exited the runway.
Date: 201411
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: PC-12
Operator: Fractional
Operating under: Part 91
Flight phase: Final Approach
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Horizontal Stabilizer Trim
Component problem: Malfunctioning
Reporter organization: Fractional
Reporter function: Pilot Not Flying; Captain
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: [I] had a trim runaway. On final; at 1200 feet; with the auto pilot; yaw damper and flight director OFF;  the aural 'Trim Runaway' warning was heard and the red CAS message appeared. I; PIC (Pilot Monitoring) immediately hit the trim interrupt switch and took the controls from the SIC (Pilot Flying). By the time I had handed the QRH to the SIC; we were at ~800 feet and decided that the safest course of action was to just land. We landed without further incident. After landing with the engine still running; we ran the QRH 'Trim runaway' checklist; and discovered that the primary pitch trim continued to run nose up. We notified maintenance control; and cancelled our next flight. No emergency was declared; and no deviations or emergency services were required.




Synopsis: PC-12 Captain reported experiencing a trim runaway on approach. Crew decided to continue the landing; which was accomplished safely.
Date: 201602
Local time of day: 1201-1800
Location: D01.TRACON, CO
Light: Daylight
Aircraft: Commercial Fixed Wing
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class D BJC
ATC / advisory: TRACON D01
Second aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Training / Qualification; Situational Awareness; Distraction; Troubleshooting; Confusion
Anomaly: ATC Issue 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 Issued New Clearance
Contributing factors: Procedure
Primary problem: Procedure

Narrative: Working DR1/SR1 combined. I sent Aircraft X over to BJC on a visual approach to 30R. I receive a call from BJC requesting Opposite Direction Operation (ODO) Aircraft Y VFR climb direct FOOOT; I responded with hold for release. I asked the supervisor if I missed a briefing while we were on vacation on ODO and she wasn't sure.  I asked the room what our current requirements were on ODO and no one knew. The last briefing I had received was that ODO was only approved when coordinating with DEN. The general consensus in the room was that ODO was still suspended with satellites; but also that a VFR climb was not ODO unless I had another IFR inbound. BJC called again to ask how long for a release on Aircraft Y; when I told her I may not be current on ODO; she proceeded to tell me why I could do it. Aircraft X had landed so I issued a VFR climb release without saying the ODO phraseology. After I was relieved from position the supervisor recommended I go to the procedures office to find out what I was supposed to do.In the procedures office; they said what I did was correct. Operations Manager was also present. They said ODO is only ODO for me if I have another IFR inbound; though I am unclear when that aircraft becomes a factor. All satellite airports are commencing regular ODO procedures and are in compliance by coordinating with the ODO phraseology; even though we are not to repeat it back because we aren't allowed to conduct ODO with anyone other than DEN. I would like a thorough briefing on the above mentioned statements so that I feel confident in how to handle future situations like this one. I would like BJC to be reminded that we aren't allowed to approve ODO and that when they call with ODO in the coordination; our controllers may be hesitant to respond with other than unable. I would like a procedure or a best practice to be developed so that everyone is coordinating the same way.




Synopsis: D01 Controller reported a request for Opposite Direction Operation (ODO) from BJC Tower. The Controller was not sure how to handle it; and neither did anyone on duty. Eventually one of the aircraft had landed so it was no longer on ODO; so the reporter released the VFR aircraft.
Date: 202108
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Aircraft component: Pitot-Static System
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Other
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Confusion; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Procedure; Human Factors; Aircraft; Logbook Entry
Primary problem: Procedure

Narrative: During post flight inspection; found static port on right side of aircraft was partially covered with speed tape. Found tape covering the bottom port hole completely covered with top port hole uncovered. Crew could not find any write up in maintenance logbook signifying any work done to pitot static system. Maintenance control was notified and a picture of the affected static port was sent to Maintenance Control. Maintenance Control completed the write up with the crew and mechanics were sent to aircraft to remove the tape.




Synopsis: An air carrier Captain reported during post flight inspection they discovered speed tape covering the static ports on the right side. There was no log book entry or maintenance report describing why this was done.
Date: 201909
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Situational Awareness; Communication Breakdown
Second reporter function: Dispatcher
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Dispatch; Person Ground Personnel
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Inaccessible DG [Dangerous Goods] was put on board and paperwork was not included with DG manifest. The crew is unable to know this unless we are advised by company. Ramp Agent and DG agent made a mistake. DG must do a more comprehensive job of letting crew know what is loaded in the airplane.


Second narrative: Ramp Agent called and stated the DG did not populate until aircraft had departed. I notified the Duty Officer and he told me to tell [flight] crew to fill out ASAP Report. This is the message I sent the crew: 'I was just advised by Ramp Agent you have un-accessible dg in position 5R that was no on your paperwork. Class 9: Life Saving Appliance Self Inflating Airbags. 3 pcs: 85 kg; 24 kg; 24 kg. Weight is correct on W&B d.o. Recommends both crew members fill out ASAP report.'Not sure if this was a ramp agent error or automation error.'


Synopsis: B767 Captain and Dispatcher were notified by Ramp Agent of loading Dangerous Goods procedural documentation errors resulting in lack of Dispatch and flight crew notification.