elihoole/asrs-aviation-reports huggingface dataset:
Date: 201202
Local time of day: 1801-2400
Location: TUS.Airport, AZ
Flight conditions: VMC
Light: Night
Aircraft: B737-300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E TUS
ATC / advisory: TRACON TUS
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Human factors: Training / Qualification; Situational Awareness; Confusion
Second reporter function: Pilot Flying; Captain
Anomaly: Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Environment - Non Weather Related

Narrative: We were on final descent into Tucson from approximately 15 miles northwest at 6;000 FT MSL. ATC cleared us to CALLS Intersection; and then cleared us for the visual to Runway 11L. We had discussed the high terrain in the area during the arrival briefing and were monitoring it on the aircraft display. We could also make out the terrain visually due to ambient lighting in the area. We no longer could see any terrain in front of us on the display; and we decided we were close to CALLS Intersection; which has a restriction of at or above 5;000 FT MSL. Pilot flying started a descent from 6;000 FT to 5;000 FT. Shortly after; we heard the audible warning; 'Caution Terrain'. The pilot flying executed a go-around; climbed to 7;000 FT MSL; and ATC vectored us back around for an uneventful landing. Intercept the ILS or visual approach from a fix outside of CALLS or be vectored east of final where there is no terrain.


Second narrative: I believe that ATC should vector all flights to join final to 11L from the north of the mountain ridge to preclude the possibility of a Terrain/Obstacle Warning in the future; especially during dark hours of operations.


Synopsis: A B737 descending on a night visual to TUS 11L received a TOO LOW TERRAIN warning; executed the escape maneuver and were vectored around for another approach.
Date: 201703
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Weather elements / visibility: Turbulence; Haze / Smoke
Light: Night
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Trailing Edge Flap
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During approach and completing mechanical checklist crew became aware flap handle selected for flaps 30 but flap indicator showed flaps set at 25 and a green light. Captain ordered a go around and maintained configuration while I handled the radio and checklist. This event occurred after a long two leg all night flight and the conditions were nighttime windy and moderate turbulence at low altitude. We completed the checklist and returned to Runway XXL.  On short final we received a; 'TOO LOW FLAPS'; and 'TERRAIN TERRAIN' GPWS warning because I misread the non-normal checklist item calling for flap inhibit to be engaged. I attribute this misread to several factors. I was tired; this was a brutal trip assignment; it was turbulent and I was dividing my attention between the checklist and monitoring the aircraft status i.e. airspeed control radio and other set up functions.




Synopsis: B737 First Officer reported a flap malfunction on final approach.
Date: 201412
Local time of day: 1801-2400
Location: ZZZ, US
Flight conditions: VMC
Aircraft: Falcon 20FJF/20C/20D/20E/20F
Operator: Corporate
Operating under: Part 91
Flight phase: Landing
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Horizontal Stabilizer Trim
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Aircraft
Primary problem: Aircraft

Narrative: On approach into SHV runway 14; after autopilot disengaged; I flew from approximately 2000 FT AGL to short final using what felt like more aft pressure than normal; maintaining controllability and remaining on approach profile and proper airspeed. Upon landing at 20 FT AGL during the landing flare I stated to my Captain that the yoke had hit the aft stop. A normal landing occurred. During the 'after landing' checklist it was observed that the trim was in the full nose down position; and could not be returned to the takeoff position using normal trim. Emergency trim worked normally allowing the crew to move the trim to the normal takeoff position. Upon reengaging the normal trim circuit breaker the trim drove itself to the full nose down position again.




Synopsis: Falcon 20 First Officer reported noticing abnormally high nose down tendency on approach; and after landing stabilizer trim was found in full nose down position. Trimming nose up with the normal system had no effect; but emergency trim did work.
Date: 201212
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Aircraft: A319
Operator: Air Carrier
Flight plan: IFR
Mission: Passenger
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: FMS/FMC
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew FLC Overrode Automation; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Aircraft
Primary problem: Ambiguous

Narrative: We were initially cleared to FL330 by ATC. We requested to level off at FL320 due to winds and ride. We received clearance to maintain FL320 while in the climb at around FL323 and we started the decent by FL325. When we leveled off at FL320; the pilot flying (Captain) selected FL320 on the PROG page in the FMGC; in order to set the mode from CLB to CRZ and re-compute the fuel computations. After entering a new cruise ALT of FL320 vs FL340; the autothrottles pulled back to idle and speed bug unexpectedly dropped to 221 KTS. It did not make sense for the speed to drop this low; which was assumed to be near green dot. The speed selection knob was pulled and spun up; but nothing happened. (Note: It's possible the knob was not pulled sufficiently to force the automation to go from managed to selected mode). Nevertheless; the automation was not doing as expected. Since our airspeed was slowing rapidly; the autopilot/throttles were disengaged in an effort to manually control the unwanted speed reduction. The throttles were advanced into the FLX/MCT detent. Note: There was an estimated delay (8-12 seconds) spooling the engines back up from idle thrust. While interpreting the automation and assessing what is it doing and why; the main focus was on the speed tape. When the thrust started to respond; the aircraft made an unnoticed gradual climb; which was called out by the pilot not flying. Thus; we made an inadvertent altitude deviation of +400 FT before correcting back to our assigned altitude of FL320. ATC did query us but we were already correcting as he called 'check altitude'. The pilot not flying managed to get the speed reset set to 280 KTS-selected mode. After we were re-stabilized; the managed mode was re-selected and no further problems were encountered.




Synopsis: After entering a new cruise ALT of FL320 vs FL340 on the PROG Page; an A319 Captain reports the autothrottles pulled back to idle and speed bug unexpectedly dropped to 221 KTS. Initial attempt to bug the speed up has no effect and the autopilot and autothrust are disengaged to return the aircraft to normal speed and correct an altitude overshoot. Once stabilized the autothrust system functions normally.
Date: 201310
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 7
Light: Night
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Switch
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Shortly after departure; electrical power was off and on. About 8 miles west of destination; lost all electrical power and could not change radio frequencies (stuck on destination ATIS). Squawked 7700. Continued flying to destination. Ducked under approaching scud and realized we were directly above runway at destination. Executed 180 degree turn to enter left downwind for runway in use. Executed approach; land; and taxi to hangar. Played with landing light switch (and others) at hangar. When landing light switch was toggled; power was restored. Called Tower to explain what happened. Controller never saw us on radar. Used on-board flashlight to monitor airspeed and altitude. Need to get switches checked for electrical problem.




Synopsis: C182 pilot reports departing on a short (20 NM) night flight and experiencing electrical problems. The flight is continued ducking under low clouds until arriving directly over the airport at 1;000 AGL with no lights or radio.
Date: 201509
Local time of day: 1201-1800
Weather elements / visibility: Turbulence
Light: Daylight
Aircraft: B787 Dreamliner Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZ
Aircraft component: Cabin Crew Seat
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Attendant
When detected: In-flight
Result: General Maintenance Action
Contributing factors: Company Policy; Aircraft; Environment - Non Weather Related; Weather; Incorrect / Not Installed / Unavailable Part; Human Factors
Primary problem: Company Policy

Narrative: We hit turbulence; and again it was a scramble to find a Jumpseat near the Aft Galley because there are only three Jumpseats for five flight attendants. Fortunately; I was already in the number 10 jumpseat (4L/R Center); but two others were left standing; holding on to the handholds (which are dangerous; too; due to their proximity to the countertop space). When the airplane ascends rapidly; and our bodies are forced down to the floor due to gravity; we risk knocking our teeth out or breaking our jaws on the countertop. [Contributing factor was] turbulence and not enough Jumpseats to protect ourselves.  [Recommend removing] the two standing compartments at 4L/R and replace with Jumpseats. One compartment has three Oxygen O2 bottles that can be placed in the compartment just aft of 4L and the other has two baby bassinets that can be placed in the empty compartment at 2L/R. I was told that Boeing can easily replace the compartments with Jumpseats. Thank you for taking my recommendation of painting the handholds red. It helps them stand out when we are desperately searching for something to hold on to. Please add some handholds near the forward end of the galley; near the curtains; so they are easy to grab quickly and are away from any countertop that can injure us as we fly around the galley.




Synopsis: Flight Attendant reported there are only three jumpseats available for five flight attendants to protect themselves near the aft galley during turbulence on company B787 aircraft. Of the five flight attendants; two were left standing holding onto handholds that are dangerous due to their proximity to the countertop space. Flight Attendant suggested that repositioning certain cabin furnishings would allow for additional jumpseats.
Date: 201606
Location: ZZZ.ARTCC, US
Light: Daylight
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pneumatic System - Indicating and Warning
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: General Maintenance Action; General Work Refused
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On descent into the terminal area from approximately 20;000 feet; we received an A-I WING 1 LEAK warning message. The FO (First Officer) was the PF (Pilot Flying) and I was the PM (Pilot Monitoring). The FO took the airplane and the radios and I ran the QRH procedure for the A/I 1 WING LEAK. After performing item 1- ICE Protection Wing Button; push out; the message cleared. We were not in icing conditions and did not anticipate encountering them. Approximately 3 minutes later; the A-I WING 1 LEAK warning message reappeared. We [advised ATC] and requested direct to the airfield. I continued the QRH at line 5 as the message did not go away. The message persisted until I completed tasks 6; 7; 8; 9. After finishing these tasks; the message cleared. I briefed the flight attendants with the TEST items and had them prepare for a yellow emergency. We requested that CFR (Crash Fire Rescue) standby. By this point we were on final approach. After touchdown; I made a PA to the passengers and told them that fire trucks are going to inspect the aircraft and informed them of the situation. CFR inspected the aircraft and did not find anything unusual. They gave us the ok to taxi to a gate to deplane. I made a PA and addressed the passengers again before deplaning. Contract maintenance was called to repair the aircraft. The sensors are deferrable if they have been determined to be failed. Actual leaks must be repaired prior to departure. Based on the occurrences in flight where the message did not clear until items QRH items 6-9 were performed; I did not feel this MEL was relevant to the particular situation. I did not feel comfortable accepting the aircraft until a more [thorough] assessment of the aircraft's true condition was made.




Synopsis: EMB-175 Captain reported refusing to continue with an aircraft that had displayed A-I WING 1 LEAK alert message.
Date: 202004
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: P180 Avanti
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
ATC / advisory: Tower ZZZ
Reporter organization: Corporate
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Other Landing Rollout
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was flying Second in Command and was the Nonflying Pilot. Upon touchdown the Flying Pilots water bottle fell down by the rudder pedals. After a bit of swerving and control issues she said your rudders and passed the airplane off to me. At this time we were pulling to the right headed to the grass off the side of the runway. I used rudders and breaking force to get us stopped and able to stay on the runway. The brakes locked up and the tires blew. On the runway we had a rescue team come out and put the airplane on mini jacks with wheels and safely tugged us off of the runway. Nobody was hurt and other than the tires the damage to the airplane was minimal.


Second narrative: I was PIC (Pilot in Command). Upon landing my water bottle fell and lodged between the left rudder and the side wall of the aircraft. I stated to the SIC (Second in Command) that the SIC had the rudder pedals at that time. I put my head down to recover the bottle and when I raised my head the aircraft had braked to a stop. Both main tires had blown.The responsibility is mine as PIC. I should not have take my eyes off the runway at that time.


Synopsis: P-180 flight crew reported two blown tires on landing rollout due to a jammed left rudder pedal.
Date: 201701
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: EMB ERJ 190/195 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ; Class E ZZZ
ATC / advisory: TRACON ZZZ; Tower ZZZ
Aircraft component: Door
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Second reporter function: Flight Attendant In Charge
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Attendant; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: Prior to push back the flight attendant attempted to arm the 1R Door but the indication in the cockpit showed red.  I asked her to re-cycle the arming lever; and once she did the door turn green on the MFD. We pushed back; and departed. On climbout; we received a DOOR FWD SERV OPEN warning message. After coordination with Dispatch and Maintenance; it was decided to return to the departure field. We were ferrying fuel and decided to land overweight instead of holding with a potentially unsecured door. Due to the overweight landing; a write up in the AML was made for the warning message and the overweight landing. Maintenance found broken glass at the bottom of the door upon arrival.


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


Synopsis: The flight crew of a ERJ-190 reported they experienced a door warning light shortly after takeoff and elected to return to the departure airport.
Date: 201507
Location: RIC.Airport, VA
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb; Takeoff / Launch
Airspace: Class C RIC
ATC / advisory: TRACON RIC; Tower RIC
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness
Second reporter function: Pilot Flying; First Officer
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: I was distracted by a couple things. 1) I was paying extra attention to the runway intersection at 20-16 as that's a hotspot. And 2) we were cleared for takeoff long before the preceding aircraft had cleared the runway; which was also a distraction. The controller definitely didn't issue the Takeoff clearance with 'RNAV to KALLI'; which is what I would expect if we were supposed to fly an RNAV departure.Taking off from Richmond we were given the KALLI RNAV departure. We briefed the departure from the [chart]; but we left the lateral mode in HDG. We were given our takeoff clearance; and I believed at the time that we were told runway heading. After contacting departure they asked if we were flying the KALLI. I said no and they cleared us direct to KALLI. Reviewing the takeoff clearance in my head; I think the controller might just have said 'cleared for takeoff;' and of course we should then have flown the RNAV departure.First; it's not uncommon for controllers to omit the 'RNAV to-' phraseology; and there should be emphasis added to that for controllers.Second; it's very common to be given an RNAV departure; but to be given a heading instead of flying the departure. I think that should be avoided; because pilots should be planning their lateral mode at the gate; and it's impossible to know for sure one way or the other if there isn't consistency with those departures.Third; I need to prioritize the reading of the takeoff clearance above other distractions to be sure that I hear the clearance correctly. I'm not sure we did this departure incorrectly; because I'm not sure he didn't give us a heading; but I should be sure.


Second narrative: Flight crews should always question ATC as to whether the departure will be the actual RNAV departure; or a heading; if ATC fails to inform them during takeoff clearance.


Synopsis: An air carrier flight crew reported a track deviation occurred when they failed to track the KALLI RNAV departure out of RIC; thinking they were cleared runway heading.
Date: 201603
Aircraft: No Aircraft
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Company Policy; Procedure
Primary problem: Ambiguous

Narrative: The tug has lost its brakes completely and turning in for maintenance 4 times and continues with the same problem. Maintenance admitted there is a brake fluid leak but they only put more fluids until it runs out of fluid again. Also the power braking system goes out when going down a hill sending the tug rapidly down the hill possible injury or accident is imminent. It has been taking in for the same problem 3 times and continues faulting. Possible injury or accident is also imminent. Also the windshield was replaced with plexiglass and water comes into the cab when it rains rendering the wipers useless.




Synopsis: Ramp Agent reported that ground equipment problems; including brake system issues; have not been fully addressed by Maintenance.