elihoole/asrs-aviation-reports huggingface dataset:
Date: 201812
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Mission: Training
Aircraft component: Rudder Control System
Reporter organization: FBO
Reporter function: Inspector; Technician
Reporter qualification: Maintenance Airframe; Maintenance Inspection Authority; Maintenance Powerplant; Maintenance Repairman
Human factors: Training / Qualification
Second reporter function: Technician
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 Returned To Departure Airport; General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Training Technician installed rudder cables after aircraft was reassembled from being transported and disassembled for Transportation. Technician who among several other Technicians failed to recognize that the rudder cables were not safetied. Chief Inspector did not see that the Rudder Cables were not safetied during Final Inspection. Aircraft was signed off and returned to Service. Aircraft was test flown after repairs were completed and minor items fixed. Aircraft returned to service. Rudder cable became disconnected after aircraft was flown 16 times. Aircraft landed without any incident. Inspection revealed rudder cable had become disconnected. While trying to reinstall cable and rig the rudder system we found that it would not rig correctly. After further investigation found that the rudder cables had been misrouted. Cables were damaged. Replaced cables with new and rigged rudder cables in accordance with [Cessna] 172 Maintenance Manual. Removed necessary panels and inspected all turnbuckles for safety and Control Surfaces for rigging. All found to be okay. Reassembled and completed logbooks and returned to service.


Second narrative: Trainee installed rudder cable for aircraft reassembly after aircraft was transported back to FBO after landing incident. Myself along with a number of other Technicians failed to find that the rudder cable clevis was not safetied. During final inspection; Chief Inspector; failed to find the non-safetied cable and aircraft was returned to service. After a number of flights the aircraft lost rudder during flight; and landed without incident. Upon inspection; it was found that the rudder cable clevis had disconnected. During re-installation and rigging of cable; it was found that the rudder cables were routed incorrectly near front pedals. Due to cable damage; cables were replaced with new. Cables installed and rigged in accordance with Cessna Maintenance manual. All other control cables were reinspected for proper installation and safety. Airplane returned to service.


Synopsis: Maintenance Technicians reported incorrectly re-assembled Rudder Control Cables went unnoticed and failed during subsequent flight; when aircraft returned to field without incident.
Date: 201811
Local time of day: 0601-1200
Location: ZMP.ARTCC, MN
Flight conditions: Mixed
Weather elements / visibility: 8
Light: Daylight
Aircraft: Cessna 340/340A
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Fuel Selector
Component problem: Improperly Operated
Reporter organization: Air Taxi
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial
Human factors: Distraction; Situational Awareness; Workload
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Clearance; Flight Crew Landed As Precaution
Contributing factors: Human Factors; Aircraft
Primary problem: Human Factors

Narrative: I was transferring fuel from aux to main noted 10 gallons left; then began to get vectors to final XX after changing approaches from [RWY] XY; At which time was busy setting up for the approach when right engine fuel ran out I immediately switched back to the main; right engine did not start back up as soon as I had expected. I told Center I lost right engine and they gave me priority on approach. At that time I think I dipped below altitude by a couple hundred feet and not sure if I drifted off course but I promptly got back to altitude and on course; at that time the engine came back and I continued down ILS to Runway XX and told Center we were on the ground safe.




Synopsis: Cessna 340 pilot reported an engine failure due to improper fuel system operation.
Date: 201304
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: No Aircraft
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types
Detector: Person Air Traffic Control
Contributing factors: Procedure; Human Factors; ATC Equipment / Nav Facility / Buildings
Primary problem: Procedure

Narrative: Event occurred during a fairly busy mid-morning traffic period; with over 20 aircraft in various stages of ground movement. A Technical Operations person turned off the ASDE-X equipment without any warning to any personnel in the Tower. Both Ground controllers; as well as myself were surprised to look up and see all both the ASDE-X scopes blank. When I asked the FLM what was going on; he replied that he was unaware that the ASDE-X system was about to be turned off. When the Technician who turned the system off was asked about it; his reply was 'the outage was scheduled.' Whether the outage is scheduled or not; controllers need to be notified before equipment they're using is disabled.




Synopsis: Tower Controller described an equipment concern when a Maintenance Technician arrived in the Tower; turned off the ASDE-X equipment with no verbal coordination; claiming the outage was 'scheduled.'
Date: 201412
Aircraft: Widebody; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Distraction; Confusion; Communication Breakdown; Training / Qualification
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: ILS PRM 16R.  While shooting the ILS PRM to 16R you are instructed to monitor 119.45. While monitoring the frequency while on approach control we heard tower use the monitor frequency for normal tower communications.  This was very distracting.  I thought the monitor frequency was for breakout instructions; or other than normal tower communications.




Synopsis: Pilot reports of being told to monitor a specific frequency. Pilot heard tower using the frequency and was distracted.
Date: 201508
Local time of day: 1201-1800
Location: 1OR4.Airport, OR
Flight conditions: VMC
Weather elements / visibility: 12
Light: Daylight
Aircraft: Sail Plane
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Cruise
Airspace: Class E P80
ATC / advisory: CTAF 1OR4
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Personal
Reporter function: Pilot Not Flying; Instructor
Reporter qualification: Flight Crew Flight Instructor
Human factors: Confusion; Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Other Person
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure; Airspace Structure
Primary problem: Human Factors

Narrative: I was on a training flight with a student pilot in a glider flying out of the 1OR4. We took off midafternoon and the flight lasted 1.2 hours. We released from tow at 3;000 feet AGL and reached a maximum height of 4;200 feet AGL. We were flying in the vicinity of the Gliderport just south of Hwy 26. The student pilot was at the controls for the entire flight.Someone received a report recently from a nearby tower that a jet had reported a close encounter that afternoon at an altitude of 2;800 feet near the greenhouses 2 miles south of the Glider port. The glider that I was in was the only one that could have been close to that position. Neither the student nor I heard or saw the jet.




Synopsis: A glider instructor was informed some time after his instruction flight that he may have been involved in a near miss with a jet near 1OR4. The glider crew did not see the aircraft.
Date: 201308
Local time of day: 1801-2400
Location: ZZZZ.Airport, FO
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
ATC / advisory: TRACON ZZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; Captain
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Inflight Shutdown; Flight Crew Overcame Equipment Problem; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Descending for landing the right engine flamed out. This was at 12;000 FT in clear air. Power was at or near flight idle. The Captain told me to fly the jet he would run the checklist and radio's. I was the pilot flying. The Captain did declare Mayday to ATC. The right engine was restarted. We landed without further problems.


Second narrative: During descent out of 12;000 FT we received a master caution light and the first thing I noticed was the loss of the utility busses. I then noticed that the right engine had flamed out. I told the First Officer to continue flying while I ran the checklist. I notified the Tower that we were declaring an emergency and that they should notify the emergency vehicles. We requested a vector continuing downwind to complete the checklist. We decided that there didn't seem to be any obvious reason for the flameout and that we would attempt a relight. This was successful and so we notified the Tower that we were ready to land and that systems were now operating normally. The approach and landing was uneventful.


Synopsis: B757 flight crew experiences a right engine flameout passing 12;000 FT in the descent. An emergency is declared and the engine successfully restarted before landing.
Date: 201506
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Medium Large Transport
Operator: Government
Operating under: Part 137
Flight plan: None
Mission: Other Firefighting
Flight phase: Initial Climb
Airspace: Class E SCT
ATC / advisory: TRACON SCT
Reporter organization: Government
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP)
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Procedure
Primary problem: Procedure

Narrative: After departure from [a southern California airport] on a fire dispatch we contacted SoCal approach for flight following to a fire in Northern California. Plan was to climb to 14;500 feet; proceed direct to LANDO intersection then direct to the fire. This would keep us clear of restricted airspace. The initial climb would be up Cahone pass to avoid terrain. Once terrain was cleared; turn direct LANDO. Upon check in with socal approach right after takeoff; they directed us to fly heading 360 for traffic. We complied; we were in clear VFR conditions and could recognize we were not going to out climb the terrain. We held heading 360 for as long as we felt we could maintain it. I instructed my First Officer to contact socal and inform them we needed to deviate to avoid the terrain; and started a slight left turn (30-40 degree left turn) to parallel the hills. We maintained a distance of less than 1/2 mile from the mountains; still below the ridge line. SoCal approach got after us For deviating from heading 360. Our terrain warning system was in the red pull up mode this whole time. Once we were able to clear the terrain we informed SoCal approach that we could now return to heading 360. The controller informed us we were on our own. I am pretty sure he never realized how close to the hills we were. Saving grace was that we were in daylight hours with clear air and visability unrestricted. Otherwise I don't think the outcome would have been good.




Synopsis: A fire fighting aircraft departing a Southern California airport is given a heading to fly on climbout that conflicts with terrain. ATC scolds them after they deviate; while trying to advise ATC of the terrain conflict.
Date: 201810
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ; Tower ZZZ
Aircraft component: Service/Access Door
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Maintenance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Procedure; Human Factors; Aircraft
Primary problem: Aircraft

Narrative: Performed normal pre-flight walk around inspection. It was about one hour before sunrise so I used my flashlight in the performance of these duties. We conducted the cockpit preflight utilizing the normal checklists to include the new Departure Briefing procedure. The Captain and I discussed possible threats. We had not flown together before so all procedures were followed very thoughtfully; diligently and under no time constraints. I believe the Captain was setting the operational tone for the start of this sequence. Taxi conduct and procedures were normal and without incident. The takeoff was normal except unusual noise which we discovered was the forward equipment door which had opened. The Captain instructed me to request a level off at 4;000 feet. Departure Control complied with this request. After reviewing the situation Captain used his judgment not to declare an emergency which I concurred with. We requested an immediate return. We transferred controls of the aircraft as necessary to complete the checklists and for the Captain to speak with the Flight Attendants and passengers. An overweight landing was briefed and the Captain landed the aircraft smoothly and with a minimum rate of descent. We returned to the gate and Maintenance completed the proper inspections. When the inspections were completed and logbook returned we continued the flight to [destination airport]. The event occurred due to maintenance personnel closing the forward EQUIP access door and not latching it; and my failure to detect the latch in its improper position during my preflight inspection. The EQUIP door light will not illuminate until the door is opened regardless of the latch position. We had no EQUIP door light at any time while on the ground. As the last line of defense; I must be more diligent in closely looking at door latches during the hours of darkness. Maintenance must also remember that when a door is closed it must always be latched immediately.




Synopsis: B737-800 pilot reported Maintenance not latching forward equipment access door resulting in a return to departure airport.
Date: 202011
Local time of day: 1201-1800
Location: 7FL6.Airport, FL
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Final Approach
Second aircraft: UAV: Unpiloted Aerial Vehicle
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Unauthorized Flight Operations (UAS)
Result: Flight Crew Took Evasive Action

Narrative: I was practicing landings in the pattern at Spruce Creek with the winds favoring Runway 24.I was on left base leg descending through 600 ft. when; in my peripheral vision; I thought I saw a large bird directly off my left side. I shifted my focus toward it and realized that it was a drone with 4 rotors just about at my altitude close off my left wing.I resumed my pattern and landed. I then cautioned anyone on the frequency about the drone.What really concerned me is what happened next. I tried to report this to the Orlando FSDO. I made three phone calls and they could have cared less. I got a call back the next week and they said an inspector would call and get a statement. Nobody ever bothered. It has been over a month and they never followed up. Is there some sort of registry for airplane and drone near misses? How can the FAA know if these near misses are happening if they won't record them? The FAA should be gathering data on this. Hopefully; NASA ASRS will.

Callback: Reporter stated the main concern is that the Orlando FSDO never replied after 3 calls. Reporter also stated not being aware of any other UAV incidents at that airport.



Synopsis: Pilot of single engine aircraft was on base leg of approach and had a near miss with a multi rotor drone. Reporter was upset they never heard back from the local FSDO.
Date: 201811
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Fog; 4
Light: Daylight
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Approach
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Human factors: Situational Awareness; Distraction; Training / Qualification
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Air Traffic Control Issued New Clearance; Flight Crew Diverted; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Weather; Human Factors
Primary problem: Human Factors

Narrative: Flight planned over 2 days; filled out IFR plan night before in ForeFlight but left out alternate pending review of AM weather. Filed IFR plan after reviewing standard briefing; including METAR + TAF for ZZZ; but neglected to reconsider and add appropriate alternate - first mistake. TAF indicated P6SM BKN035 with prior P6SM SCT012 BKN030.  Departed; with ZZZ METAR 4SM BKN 004. Second mistake - did I really expect the forecasted weather an hour later? Departure; climb and cruise phases were without incident. I picked up the ZZZ ATIS at ZZZ VOR and indicated the same; minimal wind; landing [Runway] XXR. I briefed the approach and missed approach in detail; in part for benefit of private/non-IFR copilot; and loaded it.  Third mistake - the ceiling was below my personal minimums and I should have considered diverting; perhaps worse; I did not consider where to divert.  Flight continued without problems but I was not able to engage the autopilot APP mode and from IAF; ZZZZZ; I had some difficulty staying on the localizer. At approximately 1.4 out from the runway; though now on the localizer; I was high; noted by Tower as well; and I felt that I did not have a stabilized approach and elected to go missed. Notably; from about ZZZ VOR to ZZZ we were in IMC. On the missed; I was concentrating on flying the airplane; maintaining coordinated flight and climbed above the 1500 ft ceiling by about 200-300ft. Tower inquired about intentions and I did not respond for about 60 sec; again; flying the airplane but also; frankly; trying my best to analyze my options. Tower; thankfully; gave me ZZZ1 ATIS and diverted there. Corrective action: one; always file and plan for an alternate; two; to secure as needed CFI time to improve approaches and missed app procedures.




Synopsis: C182 pilot reported a missed approach and use of an unplanned alternate airport due to weather conditions.
Date: 202111
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Physiological - Other
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate; Pre-flight
Result: General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Arrived at aircraft to find Maintenance dealing with a write up from the inbound flight. When the APU started and bleed turned on an inappropriate odor became noticed immediately. The crew exited the aircraft and we turned off the bleed and APU; then referenced the FOM. was already talking with Maintenance Control and made the logbook write up. Maintenance needed an engine run for troubleshooting the previous write up (this run was also used to troubleshoot the odor) so we did an external air start (believing the APU was causing the odor/fumes). After the start was complete and packs turned on; the odor/fumes again emanated from the gasper vents. After shut down the First Officer and I left the aircraft and I contact Dispatch and conferenced with Maintenance Control. The odor/fumes were intense enough to only abate when the aircraft doors were opened for ventilation. We both had slight headaches for a couple of hours after our last exposure. I had a feeling of light headed; or fog for a couple hours after as well. The flight was canceled and we went to rest. As of this writing I do not have any symptoms presenting that I believe stem from this event.




Synopsis: A320 Captain reported a fumes event during pre-flight after APU bleeds were activated.