elihoole/asrs-aviation-reports huggingface dataset:
Date: 201505
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: PA-32 Cherokee Six/Lance/Saratoga/6X
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Electrical Wiring & Connectors
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Human factors: Confusion; Distraction
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: Air Traffic Control Provided Assistance; Flight Crew Diverted; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Human Factors; Aircraft
Primary problem: Human Factors

Narrative: [Flying] IFR to destination. Avionics [later] became intermittent; but continued to function. After hand-off to ATC; [avionics] system began to fail. Over the river I lost my panel; and then COMMS. I used my hand-held to communicate with Airport ZZZ ATC/Tower. Since I would have to drop gear manually; had no indicator lights; no Mode C; and was using a hand-held. ZZZ Tower instructed a fly-by and confirmed gear was down; but uncertain whether locked. I landed Runway 14 without further incident.I was able to locate a Mechanic [the] following day who looked for the cause. He discovered that the battery terminals and cables were significantly corroded; that the positive connection was installed without a washer and lock-washer; and; that a wingnut was loose in the compartment. The Annual was signed off in July 2014. The battery was serviced as part of the Annual and the log sticker reflects a battery expiration date of December 2015.I subsequently learned as a result of the July 2015 Annual (by a different A&P) that the new alternator had been installed incorrectly during the prior Annual. The Mechanic who performed the current Annual found solid copper core 16-gauge HVAC electrical wiring had been used to ground the alternator. The alternator was a case ground unit. The OEM repaired the alternator free of charge even though the warranty had expired because the unit had so few hours on it and shouldn't have failed. The current Annual also revealed that the #1 cylinder had been mounted with connecting rod nuts. I have the wiring and the connecting rod nuts in my possession.




Synopsis: After loss of forward display panel and then all communications; pilot used hand-held phone to communicate with ATC/Tower and diverts his Piper PA32-301R. With no indicator lights; no Mode C; landed after performing fly-by to confirm landing gears down. Battery terminals found to be significantly corroded and not secured correctly. Previous Annual Inspection found to be deficient.
Date: 201908
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Climb
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Training / Qualification; Situational Awareness
Second reporter function: Enroute
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was conducting training with all the low sectors combined which was normal for this time of day and traffic complexity. Aircraft X had been conducting multiple approaches when I took over training. Aircraft X made no indication that he would be doing another approach following the approach he was issued but he came off again and leveled at 2;100 ft. We had traffic inbound for the same airport that put that put each other in conflict so the Trainee decided to vector Aircraft X northwest of his current position that would put him into a higher MVA area. I was hoping he would recognize the situation he was putting himself into but we had a little time to make it work since it was a C172. Other aircraft called up and diverted my attention away from ensuring that he provided separation from the higher MVA. It was too late by the time I realized the aircraft was already below the MVA. We climbed the aircraft and turned it back on course. I reflected the A1 in his training report and told him I was going to file a report and suggested he fill out a report as well.Tower restricting to climb any aircraft to an altitude lower than 2;600 ft. in that area would prevent subsequent MVA conflictions. Tower should have called us telling us the aircraft was IFR and on a missed approach.


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


Synopsis: Tracon Controller reported becoming distracted and allowing an aircraft to be vectored below the MVA.
Date: 202002
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Human Factors; Procedure
Primary problem: Airspace Structure

Narrative: We were on RADAR vectors with Approach given a descent down to 4;400 ft. on the eastern side of the airport. Nearing the bottom of the descent hearing the '2500 ft.' automatic call got my attention and shortly after that while leveling at our assigned altitude I heard the 'TERRAIN; TERRAIN' aural warning so I immediately disconnected the autopilot and pitched up until the warning had stopped only a few hundred feet to my knowledge. Shortly after that we got a new descent to 3;000 ft. with Approach and followed up with an uneventful Visual Approach. I inquired the Captain why he didn't mention the event to ATC after landing as he was Pilot Monitoring; but didn't really get a good answer.




Synopsis: An A320 pilot reported receiving a GPWS alert while on ATC vectors and descending to an ATC assigned altitude.
Date: 202111
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: There has been an excessive use of guard frequency by pilots saying '[political utterance]' and making a cat meow sound. This is not only unprofessional but inhibits the use of the emergency frequency as intended.




Synopsis: Air carrier Captain reported there is an excessive use of guard frequency by pilots making statements and sounds unrelated to safety of flight.
Date: 201905
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Workload
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During initial climb; Engine 1 oil quantity decreased to below normal operating limits by 16;000 feet and then to zero during approach descent to 3;000 feet. Engine shutdown was required. Flight was initially delayed two hours for maintenance. Maintenance not performed to safety standards. Review maintenance performed on this aircraft prior to flight.




Synopsis: A319 Captain reported loss of oil during climb leading to inflight engine shutdown.
Date: 201408
Local time of day: 1201-1800
Location: LAX.Airport, CA
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
ATC / advisory: TRACON SCT
Aircraft component: FMS/FMC
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Confusion
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Crossing Restriction Not Met; Deviation - Track / Heading All Types
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Returned To Clearance; Flight Crew Became Reoriented
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On the approach to LAX the Captain and I were expecting to land on Runway 25L. We were on the RIIVR 2 arrival and ended up being cleared for Runway 24R instead. The Captain entered in the correct runway and the approach; I verified this before he entered this and was sure that we should then be set up for the correct runway. We were cleared to descend via the RIIVR 2 arrival. Being cleared via the arrival wasn't much of a problem as we were already cleared for a descent earlier and were already descending via VNAV and were already set up for the descent and approach. I was scanning for traffic and the Captain was looking for a point on the arrival that we were cleared to cross and we both noticed after a bit that the FMS has re-entered Runway 25L without any pilot input. I immediately put the plane into heading mode to align with Runway 24R. We were once again told to descend via the arrival and noticed that we were high so I then descended the plane as best I could. The Captain notified ATC that we would be unable to meet one of the crossing restrictions; ATC said that this wouldn't be a problem. After this the Captain re-entered 24R again and we watched it go magenta on 24R but then skip and go to 25L right away. Using heading mode I had the plane on the localizer for 24R and we were cautioned that a B777 was set up on final to the south of us. The Captain told me at this point that the best way to handle things was to then hand fly the plane which is what I did; and since the plane was having difficulties I just decided to fly the plane in raw data. I think that flight crews need to be made aware that this happened so they can be cautioned and careful. This could have been more difficult if we were IMC and so making things more difficult.




Synopsis: EMB-170 First Officer describes an FMS anomaly during approach to LAX that will not allow the approach to be changed from Runway 25L to Runway 24R as assigned by ATC. Runway 24R is entered twice and each time reverts back to 25L. A hand flown approach to Runway 24R is accomplished.
Date: 201910
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Citation V/Ultra/Encore (C560)
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Aircraft component: Circuit Breaker / Fuse / Thermocouple
Component problem: Failed
Reporter organization: Corporate
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Regained Aircraft Control; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Procedure
Primary problem: Procedure

Narrative: Routine preflight by right seat pilot. Normal startup. Annunciator panel normal. During prep for taxi and obtaining IFR clearance left seat pilot dropped an iPad on the left armrest and breaker panel area. Didn't think anything of it. Obtained taxi clearance. After leaving the ramp area with left seat pilot taxiing the master caution began to flash followed shortly by the failure of the brakes as we approached a 90 degree right turn on the taxiways. Right seat pilot recognized that the power brake annunciator was lit. Reached across the cockpit to reset the breaker for the brakes. Braking action returned immediately. During the few seconds the brakes were inoperative the airplane got off the edge of the taxiway and into the grass. Grass was pretty smooth; relatively flat and we did not contact any taxi lights or anything else while in the grass. Then saw two pieces of a circuit breaker collar on the armrest that had been on the power brake breaker for years. Knew that the dropped iPad had hit the collar which stood taller than the surrounding breakers; tripping the breaker and breaking the collar. Continued taxi with completely normal brake function so felt no reason to delay the trip. After talking to Maintenance the next day decided to replace the breaker. A collar will NOT be put back on that breaker.


Second narrative: [Narrative contained no additional information.]


Synopsis: C560 flight crew reported that a dropped iPad broke a circuit breaker collar and tripped the breaker; causing a loss of brake pressure and a taxiway excursion.
Date: 201206
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Q400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Galley Furnishing
Component problem: Design; Malfunctioning
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Physiological - Other; Time Pressure; Workload
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Attendant
When detected: In-flight
Result: General Physical Injury / Incapacitation
Contributing factors: Aircraft; Equipment / Tooling; Human Factors
Primary problem: Aircraft

Narrative: After 10;000 FT and setting carts for service; but still in climb; second cart just flipped over and landed on my ankle. There was no turbulence; brake was set but [I] don't believe that it held as it flipped. At this point; I had not even put the other tray on top. I believe I made no errors and followed training. It is my understanding this is an on going problem that seems to be taking too long to remedy before someone is seriously hurt. The carts are not stable enough to be set up in a climb. No service should be allowed until the plane has leveled out which would not allow enough time on our shorter flights. New stable carts or tray service are options. Don't let this happen to anyone else.

Callback: The Reporter stated that after the cart flipped; the other Flight Attendant said she must not have set the brake because the cart was moving before it fell. However; after the cart was up-righted; the brake was in fact still set so it apparently did not hold. This is not the first time a cart has fallen on her Company's Q400's.



Synopsis: A Q400 flight attendant was injured during climb after a service cart fell over on her ankle in smooth air because the brake apparently failed to hold the already unstable cart.
Date: 201304
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: Citationjet (C525/C526) - CJ I / II / III / IV
Operator: Fractional
Operating under: Part 135
Flight plan: IFR
Flight phase: Initial Climb
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Confusion
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued New Clearance
Contributing factors: Procedure; Human Factors
Primary problem: Procedure

Narrative: Pilot called for taxi clearance as soon as the ATCT became operational; stated he had received clearance from the Center. I issued taxi instructions and verified he had received current ATIS; but had to ascertain which routing the center had given him; as there were two revisions to his clearance involving routing left in the printer bay. Pilot also needed clarification for the departure frequency; and this should have been my clue to reiterate the entire clearance. When I cleared the aircraft for takeoff; further confusion ensued as the pilot read back the incorrect turn and heading and had to be corrected. After I had switched the aircraft to Departure; the aircraft then climbed through the initial altitude of 020; (which is given to all IFR aircraft at this facility per SOP) and climbed to 050; which had been issued to him by the Center. This resulted because I had never verified with the pilot or with the Center what he had been issued for initial altitude. First; be sure to verify entire clearance with aircraft that receive their clearances from other control facilities. Secondly; perhaps clearances that are issued from the Center should be voided if the aircraft is to depart after the Tower opens. This would ensure that the control facility that departs the aircraft would have been absolutely sure what the aircraft has received for an IFR clearance.




Synopsis: Local Controller described a confused routing event when a departure that received an IFR clearance from the Center; but departed after the Tower opened; made an unexpected turn.
Date: 201206
Local time of day: 1201-1800
Location: ZOB.ARTCC, OH
Flight conditions: VMC
Light: Daylight
Aircraft: Challenger CL604
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Climb
Airspace: Class A ZOB
ATC / advisory: Center ZOB
Second aircraft: B747 Undifferentiated or Other Model
Reporter organization: Corporate
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Ambiguous

Narrative: We had B747 traffic pointed out by ATC and an altitude restriction of 1;000 FT below the B747. I advised aircraft in sight and watched it pass to our right with what I thought was enough horizontal separation that I didn't think we would have a wake encounter. After the B747 passed by; we were given a continued climb clearance. Shortly after beginning our climb we struck the wake of the B747 resulting in a sharp jolt and minor pitch and roll diversions. We advised ATC that we had just struck the wake turbulence of the B747 and the Controller responded; 'sorry about that'. I fly enough on the tracks to know to offset around heavy aircraft; but since we were on what turned out to be a converging flight path; which wasn't readily apparent until we flew into the other aircraft's wake; we didn't take any wake turbulence precautions. Fortunately it was a positioning flight and no passengers were on board; as the jolt surely would've have caused them some concern.




Synopsis: CL604 corporate Captain reported a wake vortex encounter when crossing the path of a B747 at FL230.
Date: 201910
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Citation X (C750)
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Indicating and Warning - Lighting Systems
Component problem: Improperly Operated
Reporter organization: Corporate
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Maintenance Action
Contributing factors: Aircraft; Procedure
Primary problem: Procedure

Narrative: Acting as the SIC (Second in Command) on a flight; I conducted the initial exterior and interior preflight. As part of the checklist; I accomplished the rotary test. The last item was a bulb test for instrument panel lights. During this test I did notice that the lights in all of the four of the Flight Control Shutoff Switches did illuminate. During the post flight it was determined that while all four buttons did illuminate; not all of the bulbs illuminated. While troubleshooting the system it was determined that the PCU monitoring card was not installed in the aircraft. We only accomplish this test on the first flight of every day; and none of my other crew members mentioned any anomalies. While this is only a bulb test in the future; I must be much more diligent to each and every light bulb. [Due to] the fact that all four buttons did light up; my mind saw no anomalies. Had I noticed an anomaly I would have written it up for maintenance action. I never had any intention of taking off in an aircraft with any outstanding maintenance issue. This was an oversight on my part. There was no EICAS message or any other indication that there was a problem; and twice in the checklist we confirmed that there were no lights on in these switches. In the future I will be much more diligent in the normal preflight activities.




Synopsis: CE-750 Captain reported that post flight; it was discovered that not all instrument panel bulbs were illuminating as required due to a missing part.