elihoole/asrs-aviation-reports huggingface dataset:
Date: 202201
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Trailing Edge Flap
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Took Evasive Action; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Overcame Equipment Problem; Flight Crew Landed in Emergency Condition; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were on a normal approach to Runway XXR in ZZZ. When we attempted to select flaps 25; the FLAPS TE DISAGREE EICAS illuminated and the flaps stayed at 20. We went around from approximately 1;000 ft. AGL and I ran the non-normal procedure while the FO (First Officer) flew the aircraft as were vectored back for a visual approach to Runway XXR at ZZZ. We completed the non-normal checklist; sent a quick ACARS message to Dispatch; talked briefly to the flight attendants to tell them we were landing very soon; and made a flaps 20 landing. Per ZZZ Maintenance; we left the flaps at 20 and wrote up the malfunction at the gate.




Synopsis: B757 Captain reported a go-around was caused by the trailing edge flaps showing an asymmetry condition and stopped at 20 degrees. The Captain accepted vectors to rejoin the approach and made a successful landing.
Date: 201501
Local time of day: 1801-2400
Location: BRO.Airport, TX
Flight conditions: IMC
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Chart Or Publication; Airport
Primary problem: Chart Or Publication

Narrative: This report is simply to advice of incorrect Jeppesen 10-9 plate for BRO. There was no deviations or errors associated with our flight/s and current NOTAMs address the issue. However Jeppesen is severely lagging with publishing a new 10-9 plate for BRO. It has been at least 3 weeks if not longer since runway 13R/31L has changed to runway 13/31; and runway 17/35 has become runway 18/36. The 10-9 page is still incorrect even with the 1/2/15 rev. #1 update. This can and has led to unnecessary confusion in the cockpit when cleared to cross runway 18 and there is no runway 18 on the chart.Runway numbering changes are not something airports do just on a whim and take months of planning. Jeppesen should have been more proactive and sent charts with an effective date regarding this runway numbering change. Hopefully revision #2 will have this change but if not we will have gone over a month with incorrect charts; however even the current amount of time is unacceptable.




Synopsis: A commercial pilot reports the current Jeppesen airport page for BRO does not reflect the current identification of the airport runways.
Date: 202105
Local time of day: 0001-0600
Location: ZAB.ARTCC, NM
Flight conditions: VMC
Light: Night
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Climb
Airspace: Class E ZAB
ATC / advisory: Center ZAB
Aircraft component: GPS & Other Satellite Navigation
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness; Confusion; Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: ATC Equipment / Nav Facility / Buildings; Aircraft; Human Factors; Software and Automation
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: On initial climb out at approximately 1;000 ft. my Garmin GTN635 GPS notified me that terrain awareness was unavailable and was in dead reckoning mode. Shortly after this I checked in with Albuquerque Center when they notified me of the GPS jamming in White Sands research area restricted area 5107B. I informed Albuquerque Center that I was unable to maintain my own terrain obstruction clearance and they put me on an IFR flight plan at that time. My portable Garmin 695 had about half the signal it normally does and I was able to use it to marginally navigate. Being unfamiliar with this area and possibly a different avionics configuration I feel my flight could have possibly ended as controlled flight into terrain.




Synopsis: A Pilot reported GPS jamming.
Date: 201404
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Aircraft: MD-83
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pneumatic Ducting
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Second reporter function: First Officer
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Overcame Equipment Problem; Flight Crew Returned To Departure Airport; General Declared Emergency
Contributing factors: Aircraft; Weather
Primary problem: Aircraft

Narrative: We were in IMC conditions with the wing anti-ice on. We received a master warning 'tail compartment temp high' light. After following the memory items and QRH procedures the light extinguished. We elected to return (nearest suitable airport) after declaring an emergency. Upon return we made a visual approach and after coming to a complete stop the ARFF inspected the aircraft and communicated that there were no abnormal indications. We then proceeded to taxi to the gate.


Second narrative: Climbing through about 28;000 FT; the Tail Compartment Temp High warning light came on while using wing anti ice. We performed the memory items and the light extinguished. Following up with the QRH procedures; we declared an emergency and returned (nearest suitable airfield); as directed by the QRH. FAs reported the aft cabin was warm on the ground; but that it quickly cooled off once airborne and was normal for the remainder of the flight. Using Captains emergency authority; we executed an uneventful overweight landing into the wind. Upon clearing the runway we were visually and IR scanned with negative results. We then proceeded to the gate and after a short discussion with the base manager deplaned the passengers.


Synopsis: MD83 flight crew experiences a tail compartment temperature high light passing FL280 during climb with the wing anti-ice system activated. QRH procedures are applied successfully and the crew elects to return to the departure airport for an overweight landing.
Date: 201405
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Weather elements / visibility: 999
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: FBO
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Reporter organization: FBO
Reporter function: Pilot Not Flying; Instructor
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial
Human factors: Communication Breakdown; Workload; Situational Awareness; Confusion
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Ambiguous

Narrative: We were on an IFR flight plan and were given 330 vector and 3;000 feet assigned. Center advised traffic at our 12 o'clock and 1 mile maneuvering same altitude. We spotted the traffic and called it in sight. The traffic then made a steep left turn and rolled out directly at us. I immediately took the controls from the student and turned us 90 degrees to the left. I told the student to keep his eye on traffic and then asked 'are we clear?' The student shouted 'no; climb climb climb!' During our climb Center issued two more traffic advisories which I did not hear or acknowledge. Once the conflict was resolved I began turning back to our assigned heading and altitude. Center asked us to say heading. I replied '060 we turned for traffic.' She replied; 'No sir! You need to be 060.' I told her we turned to avoid hitting another airplane and she responded saying there was more traffic behind us. She then asked our altitude and I told her 3;400 descending to 3;000. Contributing to the event was the Controller's delay in advising of traffic at our 12 and same altitude. The low wing Piper caused us to momentarily lose sight of the traffic in the turn to avoid it.




Synopsis: A PA-28 instructor pilot took the aircraft from his student and executed a climbing; turning avoidance maneuver from traffic which ATC pointed out late as it turned toward them.
Date: 201705
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 25
Light: Daylight
Aircraft: Seaplane or Amphibian
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
ATC / advisory: Tower ZZZ
Aircraft component: Landing Gear
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Engineer; Flight Crew Multiengine
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Strike - Aircraft; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Departed on runway 36; and retracted the landing gear.  Had previously advised the tower I intended water operations on [nearby] lake (approx 6 nm NW of ZZZ).  Flew directly to the South end of the lake to inspect landing area; and made a LH traffic pattern over the intended landing site.  While on downwind I (inappropriately) extended the gear as I would have for a land landing; and confirmed gear position via mechanical indicators and electric gear position indicators.  Normal approach and at touch down an immediate pitch forward due to extended landing gear.  Aircraft came to rest slightly past vertical in the water.  I exited the aircraft without difficulty; and as it continued to rotate to inverted; climbed aboard a float and waited for assistance.




Synopsis: The pilot of an amphibious aircraft reported landing on water with the landing gear extended; resulting in damage to the aircraft.
Date: 202102
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Light Sport Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Nose Gear
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Multiengine; Other AGI
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Other Person
When detected: Other Postflight
Result: Air Traffic Control Provided Assistance; Aircraft Aircraft Damaged
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: The aircraft was on a normal approach to land at ZZZ RWY XX. During the final approach; the aircraft was within standards: the airspeed and glide path were stable; and the aircraft was aligned with the runway's extended centerline. Idle power was set about 20ft AGL causing the plane to touch down firmly on the main landing gears. This was followed by a slight bounce which caused the aircraft to lift approx 3ft off the ground. Following the bounce; I maintained aft elevator/yoke pressure to prevent the nose gear from impacting the ground first. The main landing gears then contacted the ground smoothly after this correction. As the airspeed decreased and the nose contacted the runway; I immediately felt a strong vibration from the nose followed by the nose continuing to fall to an abnormally nose-low attitude where I could see the runway directly. Seeing this happen; I immediately shut down the engine. Once the aircraft came to rest; I secured the rest of the cockpit. After exiting the plane; I was informed by the airport operations staff that they had retrieved the nose gear from somewhere on the runway (they did not specify where they found it). ZZZ Tower then closed the runway and airport for operations until both the runway and aircraft were secured. I do not believe any human performance considerations negatively affected this incident. As the events unfolded; I performed to the best of my ability to ensure that I was safe while also ensuring that the aircraft was not damaged further. while this incident ended safely; it has definitely inspired me to further my proficiency. I will focus on modules that will improve my knowledge on maintaining stabilized approaches; ADM; and preventing and recovering from bounced landings. As a flight instructor; I hope to use this experience as a lesson to any future students.




Synopsis: Flight Instructor had a bounced landing and while attempting to land the aircraft again; the nose impacted the runway. Postflight; the pilot learned the nose gear had separated during landing and airport operations had retrieved it from the runway.
Date: 201702
Local time of day: 1201-1800
Location: PBI.Airport, FL
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C PBI
ATC / advisory: TRACON PBI
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; First Officer
Anomaly: No Specific Anomaly Occurred All Types
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airspace Structure; Procedure; Weather
Primary problem: Airspace Structure

Narrative: Dispatched to fly to PBI. Once we get closer to destination we realize the airspace just east of the airport is closed because it's over the President's house and he is home. No information in our briefing packet mentioned anything about this VIP activity. Landing either runway 28R or runway 32 is not a good option. Unable to land Runway 10 due to the tailwind. Runway 28R requires a close in base leg to final turn which results in the aircraft being wings level from this turn over the end of the runway. Runway 32 has 6500 feet available and requires max braking to land. Neither way is the best way to do things. While neither is inherently unsafe; these do not leave much room for error should anything go wrong (gusty winds; aircraft floats; speed brakes fail to deploy; etc.)


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


Synopsis: B737NG flight crew reported they were concerned with the operational difficulties presented on arrival into PBI while the Presidential TFR is in effect.
Date: 202010
Local time of day: 1801-2400
Location: EDC.Airport, TX
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operating under: Part 91
Flight plan: VFR
Flight phase: Landing
Airspace: Class D EDC
ATC / advisory: Tower EDC
Reporter organization: Contracted Service
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Troubleshooting; Communication Breakdown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure; ATC Equipment / Nav Facility / Buildings; Airport
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: I work in a contract tower at EDC; Austin Executive. The tower cab does not have a field lighting panel nor the ability to turn on/off runway lights other than activating with a microphone. This allows the lights to stay on for 15 minutes. We may call the FBO to ask an operations person to turn the lights on but it may take several calls before we are successful.This evening it took three phone calls before I was successful in getting the lights manually turned on by the airport operations. In the meantime I had activated the lights using my microphone hoping that Ops would turn them on before the lights turned off. Aircraft X had just landed Runway 13 and exited the runway when the lights turned off. Had they timed out a minute before when they were in the landing phase it could have been an accident. I have also had the lights time out when a Cessna was taking the runway for departure roll on Runway 31. Again; had the lights timed out 10 seconds later it could have been horrible if they had been committed to departure roll and the lights turned off.I have many decades in both control towers and approach controls. I have never been in a control tower that does not have control of the lights. Airport management apparently does not want to pay for the install. I don't think they have factored in the amount of a lawsuit if; God forbid; there is a fatal accident because the lights turned off when an aircraft was in a critical phase of flight. Please help bring this to the attention of an authority that is able to address this situation before we have an accident.




Synopsis: EDC Tower Controller reported Tower does not have full control over runway lighting which can time out during critical phases of flight.
Date: 201911
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: FBO
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Electrical Power
Component problem: Failed
Reporter organization: FBO
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
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 Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was on an active IFR flight plan in VMC conditions flying level at 5;000 feet. All check lists were completed in order with the FBO checklists. My electric attitude indicator failed and displayed a red x in its place. I began to find the checklist to troubleshoot the failure and when I looked up I found all the electronic instruments on the display were replaced by red x's. I went to report the electric failures to ZZZ Center but when I pressed the microphone button the power to my radios began to fail along with my transponder. I relayed a message over the radios just in case center could still hear me. Over the next few moment's communications to and from the aircraft I was soloing for my commercial training were broken. My display completely went dark and that is when I told ATC that I [had] complete electrical failure and was going to turn back to ZZZ. I used my iPad to help in navigating back to the airport. Once I was turned back towards ZZZ; I used my cellphone to call the airport and inform them of the situation and my decision to return. Center had already contacted the airport and the Dispatchers of FBO [and] cleared the area for my return to the airport. I was able to reach the airport and flew a visual approach with a straight in landing. Upon shut down I was met at the aircraft by primary flight instructor who had similar problems with the same aircraft just a week prior. The aircraft has been grounded by the Dispatchers and will be heading to maintenance before it can be flown again.




Synopsis: PA-28 pilot reported complete electrical failure during cruise resulting in a return to departure airport.