elihoole/asrs-aviation-reports huggingface dataset:
Date: 201306
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Daylight
Aircraft: Dash 8-300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: TRACON ZZZ
Aircraft component: Fuel System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While the First Officer was completing the After Takeoff Checklist. I noticed that even though the AUX fuel pumps were selected off; the light for the left (Number 1 pump) was still illuminated. I touched the switch to confirm it was off and the light stayed on. I noticed we had approximately 200 LBS fuel imbalance at this time. My initial thought was the pump was transferring fuel of its own accord; then; I remembered I had read through the yellow pages in the maintenance log and was aware that a history [of fuel venting from the NACA vent] had started with the same situation. I looked out my window to see a vapor trail of fuel coming from the left NACA vent. I discussed a precautionary engine shut down with the First Officer. We both felt with the mechanical history it was probably not warranted. I transferred control of the aircraft to the First Officer; called the Flight Attendant and asked him to check the cabin for any fuel odor (there was none); then called Maintenance Control on the SAT phone to confer regarding past maintenance history and a possible precautionary shutdown. Maintenance also felt shutdown was not warranted. I came back heads up in the cockpit and resumed control as the pilot flying. We informed ZZZ Approach we would be returning to the field and asked for the trucks to be on hand to check the left side of the aircraft/engine after landing. We returned expeditiously for a normal landing on Runway XX; cleared on B then turned on M taxiway. We stopped the aircraft and shut down the number 1 engine while fire personnel checked for any evidence of leaking fuel; none was found. We taxied to the gate followed by the trucks. After further checks of the left side engine and wing area; we deplaned normally.




Synopsis: A Dash 8-300 flight crew returned to their departure airport when they noted a chronic fuel venting problem was recurring.
Date: 201703
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: HS 125 Series
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Fuselage Tail Cone
Component problem: Improperly Operated
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; Procedure; Human Factors
Primary problem: Human Factors

Narrative: Picked up Aircraft X that was worked by maintenance for a fuel leak at the single point port on tail. I would assume in the repair for this they had to remove the aerodynamic panel that encompasses the single port on the tail of the airplane. I say this because when looking at this panel; someone had taken a knife and cut the center of the sealant that is used between panels. This cut in the center of the sealant went all the way around the panel that has portions of it applied with sealant. This panel wraps around the left and right side of the tail cone. However; the panel was re-installed then and the sealant was left as is with the cut in the sealant. I have never seen this done this way. Talking to some [company] mechanics; they said that this is the process you do to the sealant when you have to remove the panel to take it off. However; on the Hawker; when the panel is installed you have to re-apply new sealant. As this was worked by a 3rd party vendor out of ZZZ1 and the airplane was at ZZZ; I assume they didn't have sealant and left it as is. Wrote up the discrepancy.Better oversight of 3rd party maintenance when working our aircraft.




Synopsis: Hawker 900XP Captain reported that an outside vendor did not properly return the aircraft to a serviceable condition after completing maintenance.
Date: 202005
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operating under: Part 91
Flight plan: IFR
Flight phase: Cruise
ATC / advisory: Center ZZZ
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: I relieved my fellow Controller; they informed me during the briefing that ZZZ Approach (ZZZ) was open. I sat down and applied my mid configuration settings. My mid configuration settings default to ZZZ airspace not being depicted because typically when we work the Mid shift; ZZZ is closed. I forgot to show that the airspace was open on my scope. I had an IFR aircraft; Aircraft X; westbound and 080. I checked the routing on Aircraft X and it was good so I tried to initiate a handoff to ZZZ1 Approach which was still about 60 miles away. The handoff failed; I assumed it failed because the aircraft was too far from ZZZ1's boundary. I didn't look into it any further. Because I tried to initiate the handoff to ZZZ1; the aircraft's auto handoff was inhibited and ended up flying about one mile into ZZZ airspace without a handoff until I received a call from ZZZ asking if I was talking with Aircraft X. I said yes; and proceeded to hand off the aircraft and ship them to ZZZ.During this pandemic I should have changed my mid configuration settings to default to showing ZZZ open. We are on a mid configuration more often due to low volume and if I had been depicting ZZZ airspace I would not have forgotten that they were open and I would have sent the handoff to them before violating their airspace.




Synopsis: Controller reported using a configuration that did not show an airspace that was open. Controller thought airspace was closed and had an airspace violation.
Date: 201810
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna 210 Centurion / Turbo Centurion 210C; 210D
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Climb
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: DC Battery
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Commercial
Human factors: Troubleshooting; Workload; Distraction
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Due to battery failure; I lost all electronics; radios; EGT monitor; and gear operation failure upon take off/climb when I retracted the landing gear with the gear lever. I initially squawked 7500 in error before correcting squawk to 7600. I was finally able to get partial (very intermittent) communications with ATC on my second radio. ATC cleared me to return and land. On my initial return to airport; the gear was not down so I executed a go-around in order to manually pump the gear down in to place. Then; I returned to the airport and safely landed. Upon safely landing; I taxied to [FBO]; called FSS to close my flight plan; and then called the tower. [Maintenance shop] on the field diagnosed that it was a bad battery and made the necessary repairs.




Synopsis: A Cessna 210 pilot reported a complete battery failure; which resulted in multiple instrument failures; and necessitated the manual extension of the landing gear.
Date: 201705
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: First Officer; Pilot Flying
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Event took place about 150 ft above ground landing. First officer was the flying pilot. We received a Caution message 'FLIGHT SPRLS DEPLOYED'. I immediately looked at the flight spoiler lever and it looked to be in the stowed position. After cancelling message I evaluated our airspeed; attitude and altitude and all seemed normal. I told the FO to continue. I concluded that it was safer to continue to landing than go around with the flight spoilers deploying. As soon as I commanded to continue I pushed on the flight spoilers lever to reconfirm they were retracted and lever moved forward one notch and the message extinguished. The flight spoilers lever was at the 1/8 position (just below 0). This was the last; 5th; leg of a four day with early duty in's every morning. I was getting tired and not at 100%. I failed to notice the flight spoilers were not fully retracted. Always double check spoiler levers are retracted both visually and physically weather flying or not flying pilot. Have more situational awareness especially at the end of a long day/trip.Threats: nearing fatigued and last leg of 4 day trip.


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


Synopsis: CRJ-200 flight crew reported a FLIGHT SPRLS DEPLOYED message on final. Captain barely moved the lever forward back to 0 and the message extinguished.
Date: 202111
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
Flight phase: Initial Approach
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Less Severe; 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 Overcame Equipment Problem; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Terrain from GPWS at 4000 ft. Aircraft was level and above minimum vectoring altitude per ATC. Aircraft was being vectored from the base leg to an intercept just inside of ZZZZZ on the RNAVXX.




Synopsis: Air carrier Captain reported activating a GPWS Terrain alert while on ATC vectors to intercept final approach course.
Date: 201703
Local time of day: 1201-1800
Location: DOV.Airport, DE
Light: Daylight
Aircraft: UAV - Unpiloted Aerial Vehicle
Operator: Government
Operating under: Other 107
Flight plan: None
Mission: Training
Flight phase: Other All Phases
Airspace: Class D DOV
Reporter organization: Government
Reporter function: Pilot Flying
Human factors: Confusion; Situational Awareness
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: [UAS] Operator was demonstrating equipment capabilities. Pilot self-identified this issue. Pilot was reminded of proper procedures. Pilot was using poor judgment.




Synopsis: A UAS pilot knowingly flew his aircraft to an altitude of 60 feet within 5 miles of DOV.
Date: 201507
Local time of day: 0601-1200
Location: ZID.ARTCC, IN
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZID
ATC / advisory: Center ZID
Aircraft component: Aero Charts
Component problem: Design
Reporter organization: Corporate
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Workload; Confusion; Communication Breakdown; Situational Awareness
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 Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented
Contributing factors: Aircraft; Chart Or Publication; Procedure
Primary problem: Procedure

Narrative: Filed from MTN via HVQ then via the HVQ transition on the RAVNN5 to MTN. We were cleared as filed. Once enroute we were asked by center what part we were operating under. The question was ambiguous so I asked for clarification. Center replied and asked what part we were operating under and if we were authorized for the RAVNN5. I replied that we were Part 91 and we were capable of flying the arrival. At that time we pulled the STAR chart on the MFD and reviewed it. Upon examining the notes closely; I saw that note 5 stated 'All Part 91; 101; 103; 105; 125; 133; 135 and 137 flight operations are prohibited on the Beckley/Charleston transition. As I was about to advise ATC that we needed different routing; they called us with a reroute via direct ESL then MRB for the EMI5 Arrival. We reprogrammed the FMS and continued the flight without event.There were several factors that I feel led to this: First; the note on the Jeppesen STAR chart is very ambiguous and should say 'Part 121 operators only on Beckley/Charleston transitions' .  Also; the note should be near the route on the chart. ATC should have been more clear in their query about our route. Asking 'what part are you?' is not clear. Lastly; we (the crew) should have reviewed the STAR chart prior to departure rather than rely on past experience with this procedure. We fly the RAVNN5 routinely; although this was the first time we had flown it from this direction. Because we had flown the arrival many times; we didn't review the notes; only the route and altitudes.




Synopsis: A Part 91 Corporate jet crew filed to MTN on the RAVNN5 HQV transition but they were informed by ZID that only Part 121 aircraft are permitted on that transition and so refilled the flight ESL; MRB and the EMI5 Arrival.
Date: 201903
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: HF SSB
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft; Company Policy; Airspace Structure
Primary problem: Aircraft

Narrative: Class 2 checks completed before departure to include HF radio checks. Experienced dual HF radio failure prior to ETOPs airspace entry. Could not transmit on either HF radio. Reception intermittent. Consulted QRH; flight manual; [Maintenance Control]; Dispatch; ATC. Contacted ZZZ radio via VHF to attempt SELCAL; no joy. In consultation with dispatch decided to return ZZZ. Held to burn fuel. Burned down to 2000 lbs above landing weight. Landed overweight; made write up on landing. Mechanic at gate said many issues detected with HF radio system.




Synopsis: B757 Captain reported a dual HF radio failure forcing them to return to the departure airport.
Date: 201603
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: MD-11
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Landed in Emergency Condition; Flight Crew Inflight Shutdown
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: First Officer flying; Captain pilot-monitoring. About 600 feet [AGL] (after gear up; before flaps up) received Fire Warning indication on #1 motor. Captain requested safe altitude; and immediate return to [departure airport]. FO directed; and Captain performed QRH and FO continued flying aircraft. Captain accomplished QRH checklist and loaded FMS with ILS approach. ATC gave vectors for VFR return. Captain resumed flying on base turn and performed ILS; coupled approach to auto land. Stopped aircraft on runway to allow Fire Department to scan engine. Since indication of fire was present Captain elected to taxi back to ramp with two engines. Excellent job on part of Tower keeping us under his control and allowing easy return to final. Excellent job on part of FO for performance.Engine fire indication on #1 engine. QRH directed engine shutdown and land nearest suitable airport.


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


Synopsis: MD-11 flight crew reported returning to departure airport following loss of Number 1 engine shortly after takeoff.
Date: 201711
Local time of day: 0601-1200
Location: PHX.Tower, AZ
Light: Night
Aircraft: Commander 900
Operator: Air Taxi
Operating under: Part 135
Flight plan: VFR
Mission: Ambulance
Flight phase: Takeoff / Launch
ATC / advisory: Tower PHX
Reporter organization: Government
Reporter function: Flight Data / Clearance Delivery; Ground; Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Runway
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert
Contributing factors: ATC Equipment / Nav Facility / Buildings; Airport; Human Factors; Procedure
Primary problem: Airport

Narrative: I was working the Local South; Ground South; and Clearance Delivery positions during the midnight shift when Aircraft X called for taxi to Runway 7L. I issued taxi instructions to the runway and ensured the instructions were followed. When Aircraft X was approaching the runway I coordinated the release with the Local North controller and I proceeded to clear Aircraft X for takeoff on Runway 7L. I had another unfamiliar aircraft on the frequency as well that was given taxi instructions to runway 7L which diverted my attention from the departing aircraft. When I turned to ensure the second aircraft was not going to encroach on the active runway Aircraft X turned onto the closed runway; Runway 7R; and slowly started takeoff roll. The Local North controller and I noticed the aircraft had turned onto the wrong runway and was beginning to depart. I attempted to get the aircraft to stop and cancelled the takeoff but the aircraft had switched to the departure frequency and did not comply. Aircraft X departed safely.I am not sure why the aircraft departed an unlit runway or if the X that depicts Runway 7R side of the closed runway was even in place because the runway had just recently closed. In this case the X on the Runway 25L side of the runway was definitely in place because we were still west flow when the runway closed. Runway 7R/25L is almost always closed for the midnight shifts and I believe having a standard crossing point at an intersection would be a great help and will increase safety as well. When runway 7R/25L is closed the taxi instructions to and from the runways can be challenging even for veteran pilots especially at night. When the dayshift comes in for the morning one of the first things many of us do is get taxiway intersections for Runway 7L; as crossing points if possible to be more efficient and safer. I understand that there will be times when this is not possible depending on what is being worked on during the midnight shift but I know most of the time it can be done. I believe this will exponentially help safety and minimize complexity for all pilots especially at night.




Synopsis: PHX Tower Controller reported an aircraft departed on a closed runway.
Date: 201604
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Trailing Edge Flap
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach; Flight Crew Landed in Emergency Condition; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On approach transitioning from flaps 15 to 20 received TE Edge flap disagree message on EICAS. We leveled off at 5000 feet and 180 kts. [Advised ATC] and ran checklist. Landed uneventfully approximately 15 minutes later with flaps 20.


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


Synopsis: B757 flight crew reported landing normally after receiving a TE Flap Disagree message on EICAS.