elihoole/asrs-aviation-reports huggingface dataset:
Date: 202004
Aircraft: B737-900
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Weight And Balance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Aircraft X was a ferry flight. An ACARS message was received saying that 48lb of AOG (Aircraft on Ground parts) was loaded in the aircraft. The flight was finalized without showing the AOG loaded on the aircraft. The weight information was invalidated until ZZZ stores have reentered the information in DSTG (departure staging guide). While waiting for stores to reenter the information; ZZZ Ramp decided to finalize the ramp information without knowing whether or not the AOG part was loaded.




Synopsis: Airline Ground Personnel reported Ramp provided inaccurate Hazmat cargo data to facilitate aircraft departure.
Date: 201604
Aircraft: EC135
Operator: Air Taxi
Operating under: Part 135
Flight phase: Parked
Aircraft component: Fuselage Panel
Reporter organization: Contracted Service
Reporter function: FBO Personnel; Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Workload; Time Pressure; Situational Awareness; Communication Breakdown; Distraction
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Incorrect / Not Installed / Unavailable Part; Aircraft
Primary problem: Incorrect / Not Installed / Unavailable Part

Narrative: I and another mechanic were performing routine maintenance on base. After performing various inspection items; I was replacing #2 engine input seal when he asked if I would check over an inspection area he was completing; so he could reinstall the access panel. I stopped the work on the input seal and crawled under the aircraft to verify his work; I visually verified [his] work and began to reinstall the panel; when he said he would get the panel; I said okay because I wanted to get back to the engine work. There was a lack of communication and complacency to verbally verify that one of us was going to finish the panel installation. Then it was the distractions of finishing the other items and to get the aircraft back in service it was overlooked. This was an incident that should have never happened. I was distracted about finishing what I was working on; if I would have just taken a couple minutes to finish the panel install none of this would have happened.One way to avoid this kind of mistake is to communicate more; ask if the panel was secured. And we should always have someone else like the Pilot look over every area; where we had access panels opened to verify that they are installed and secured.

Callback: The reporter stated that he neglected to complete the installation of the panel. Because the installation was not complete; the panel got bent in flight. The reporter stated that there was no damage to the aircraft; only to the panel. The reporter stated the panel was located on the underside of the aircraft.



Synopsis: While performing maintenance on an EC135 T2 Helicopter the Mechanic neglected to secure a panel in the lower half of the fuselage.
Date: 201509
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: M-20 K (231) / Encore
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Landing Gear
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Ground Strike - Aircraft
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; General Evacuated; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Cleared to land 22R with a left base entry.  The aircraft was configured for landing by base entry.  Gear lever down; gear safe light illuminated and manual gear down indication; were observed.  One more gear down and locked check on short final indicated gear down and locked.  On round out the mains touched first followed by the nose gear.  Approximately 1 second after the roll out had begun the left wing began to drop.  The belly drug for about 200 feet before the propeller stuck the ground.  The aircraft slid to a stop in anther 200-300 feet and did not leave the runway. The tower confirmed seeing the gear down on base and final.

Callback: The reporter indicated that the event was not a hard landing. He added that the single gear position indicator; the gear safe light; was verified several times prior to landing. The left main gear collapsed initially; but only partially. The nose and right main gear in a 'less extended' position. The landing gear system is linked together by pushrods and the failure of one rod may have affected other portions.



Synopsis: The pilot of a Mooney M20 experienced a landing gear collapse during landing for unknown reasons.
Date: 201212
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Cessna Twin Piston Undifferentiated or Other Model
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: GPS & Other Satellite Navigation
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: Aircraft Equipment Problem Less Severe; Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: ATC Equipment / Nav Facility / Buildings; Aircraft; Human Factors; Airspace Structure
Primary problem: Ambiguous

Narrative: The purpose of the flight was to photograph a coal ash pond that had recently been the site of an accident in northeast West Virginia. Prior to departing; I obtained a preflight briefing using the computer service at my home FBO. This service (WSI) displays a list of NOTAM's for a route of flight. I reviewed the list and did not see any mention of a TFR. I also use the 'Aviator' service from XM which transmits real time TFR information via satellite for display on my GPS moving map. I thought I had the TFR base covered. Upon return to my home base; ATC told me to call. I did and they said I had violated a TFR described in NOTAM that was centered on the exact spot we were photographing. It was a 1-mile radius around the pond up to 3;000 FT. We violated the TFR. There are two possible explanations and one solution. One is the FAA; WSI and/or XM did not properly disseminate the TFR information and it simply was not on the computer or my GPS map to be seen. The second is that I somehow simply missed the NOTAM in the long list that the WSI service displays. The solution; I now know; is to not rely on technology but to call Flight Service and talk to a human. That is my lesson learned.




Synopsis: Cessna pilot is advised after landing that he has violated a TFR located over a coal ash pond. The TFR NOTAM was not noticed on a list provided by WSI nor seen on the GPS moving map display with XM.
Date: 201606
Local time of day: 0601-1200
Location: SYR.Airport, NY
Flight conditions: VMC
Light: Daylight
Aircraft: Medium Transport; Low Wing; 2 Turboprop Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C SYR
ATC / advisory: TRACON SYR
Aircraft component: MCP
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Situational Awareness
Second reporter function: Captain; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Unstabilized Approach
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: 8 miles from ZIMBI final fix (flying direct); at 4000 feet; we were cleared for the visual approach 28. Once cleared for the visual; I requested 2000 feet to be set and then I selected a descent rate of 1200 fpm. The final fix at ZIMBI had a published altitude of 1600. With the glare from the sun and wearing sunglasses; I did not notice the descent rate was 1900 fpm. We noticed the descent rate and I canceled auto pilot and smoothly transitioned to 1200 fpm. ATC contacted us with a low altitude alert saying there is a MVA of 3000. We leveled off at 2300. Note; MVA is a vectoring altitude and we were direct and cleared for the visual. At all times the aircraft remained in clear VFR conditions and proper altitude clearances were maintained. The altitude rate display was dim even at 100%. In direct sunlight while wearing sunglasses; it is difficult to read.


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


Synopsis: Air Carrier turboprop flight crew reported receiving a low altitude alert from ATC during a visual approach to SYR Runway 28 in day VMC. The crew climbed back to 2300 feet before continuing their descent to landing.
Date: 201507
Local time of day: 1801-2400
Location: LAX.Airport, CA
Flight conditions: VMC
Light: Dusk
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower LAX
Aircraft component: Door Warning System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not 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: Flight Crew Rejected Takeoff
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: On takeoff in LAX on runway 25R we got a door caution light around 100 kts. I was the pilot monitoring and cancelled the light and said door light (looking back I don't know if I said it loud enough for the Captain to hear) The Captain performed a Rejected Takeoff. We both performed our immediate action items and cleared the runway. We told the tower that we did not need assistance; ran the QRH; talked to the flight attendants (the door light had gone out and we had the FAs re-check the main cabin door handle); and checked the brake cooling charts. We waited about 13 minutes and took off uneventfully.




Synopsis: B737 First Officer reported the Captain rejected the takeoff at around 100 knots when a door warning light came on.
Date: 201201
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: Marginal
Light: Night
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight phase: Descent
Airspace: Class D ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Government
Reporter function: Approach; Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Confusion
Second reporter function: Supervisor / CIC
Anomaly: Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control
Result: General Declared Emergency
Contributing factors: Weather; Human Factors; Procedure
Primary problem: Weather

Narrative: I was RADAR Controller. Class C Tower called to hand off the C172 who was unable to navigate to the Class D airport in VFR; and was requesting assistance. The weather at both the Class D and Class C had deteriorated rapidly in the prior 10 minutes. I inquired as to if the pilot was IFR rated; to which he replied 'negative.' he had requested a special VFR into Class D. SVFR is not permitted after sunset unless the pilot is IFR rated. I suggested the Class C airport as an alternative; as they were reporting VFR conditions. The pilot proceeded towards the Class C but the encountered clouds blocking his path; and turned away stating he wanted to go to a nearby Class E. He then said he could not see the Class E airport but could see the Class D. I contacted the Class D to see if they had perhaps improved to basic VFR minimums; but the Class D Controller stated they were still IFR. I advised the pilot to maintain VFR; and confirmed he had the terrain in site. He said he had the Class D in site; and after discussion with my FLM; we determined that this was an emergency; and the safest course of action would be to have the pilot land as soon as practical at the Class D. The aircraft landed safely. Specific training on when it is OK to deviate from FAR's for an aircraft in distress.


Second narrative: A C172 contacted TRACON requesting to land at a Class D airport; requesting SVFR. The Class D was IFR and it was after sunset and the pilot stated they were not IFR rated. I told the Controller; the pilot was not qualified for SVFR flight in these conditions. The Controller suggested a Class C airport as VFR alternative and the pilot proceeded towards the Class C. The pilot encountered clouds blocking his path to the Class C and turned away. The Class E airport was also suggested; but the pilot said they could see the Class D airport so I instructed the CPC to allow the aircraft to land at the Class D airport to get them on the ground safely. Pilot pre planning was poor. He should have thought out 'what if'; prior to 5 minutes from destination and review the pilot requirements for SVFR flight.


Synopsis: TRACON Controller with the approval of a supervisor; declared an emergency for a VFR aircraft requesting a SVFR clearance into an airport that was IFR; after official sunset.
Date: 202011
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: ATR 72
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Routine Inspection
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was told by the PIC that the download crew found two flammable DG (Dangerous Goods) packages in zone 7 during the offload. That zone of freight comes from ZZZ on the previous leg which is flown by another crew. That zone does not get offloaded in ZZZ1. It stays on the plane all the way to ZZZ2. So; we did not observe the upload of that freight and could not have known that any DG was in there. It is hard to suggest any action since I do not know if the DG was missed by the ZZZ ramp during onload or if it was properly loaded but not downloaded by the ZZZ1 ramp.




Synopsis: Air Carrier First Officer reported undocumented Dangerous Goods were discovered at an intermediate stopover.
Date: 202105
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Distraction; Situational Awareness; Training / Qualification
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: Human Factors
Primary problem: Human Factors

Narrative: Pushback crew left headset attached to nose gear. Upon arrival to ZZZ; the station representative noted sparks emanating from behind the nose gear. Upon arrival; the headset was located and removed from the nose wheel. No damage to the aircraft was noted during the post flight walk around. Looking at the situation as a whole; we were lucky. If the headset became dislodged; it could have created the potential for an engine failure during takeoff and/or landing.Both flight crew and ground crew missed the disconnection of the ground crew headset. Both parties need to ensure disconnection of the bypass pin; the departure of the tug and tow bar; all ground crew is clear of the aircraft; and ensure their personal belongings are removed with them as well.




Synopsis: B767-300 Captain reported Ground Personnel forgot headset attached to nose gear.
Date: 201205
Local time of day: 1801-2400
Location: UKI.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: PA-31 Navajo/Chieftan/Mojave/T1040
Operator: Air Carrier
Operating under: Part 135
Flight plan: VFR
Mission: Cargo / Freight / Delivery
Flight phase: Descent
Aircraft component: Fuel System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Communication Breakdown; Confusion; Human-Machine Interface; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Procedure

Narrative: Shortly after reaching cruise altitude I noticed an unusually low fuel level on the fuel gauge for the right outboard tank. Later; 22 NM northwest of my destination; the right outboard gauge read 'E.' Five minutes later the right engine quit momentarily as I was in my descent towards the airport at 5;000 FT MSL. I was expecting it; so I turned on the auxiliary fuel pumps and switched to the inboard tanks and the right engine restarted within a few seconds. I continued the approach and landed.After landing the fuel gauges read: Main tanks Left 3/4 - Right 1/2; Outboard Left 1/2 - Right 'E.' According to the run sheet; based on block time I should have 548 LBS of gas. According to the calculations dividing the tank capacity by the indications on the gauges I had a total of 540 LBS indicated. I had the right amount of fuel on board; so no fuel leak; but both engines were obviously feeding from the right side.It all made sense thinking back to the morning preflight when I tested the fuel pumps and any pump on either side showed fuel pressure on both sides of the fuel gauge. At the time of preflight I consulted the lead mechanic who said; 'I've seen that before.' I insisted 3 times and got the same answer.It was suggested at the time that this was a gauge problem and not a system malfunction and that it was 'OK.' I know I have seen this same situation before during preflight; but I'm not sure if it was on this same aircraft. Based on the input from the lead mechanic I understood there was no malfunction at the time of preflight and I only became aware of the problem; on the subsequent flight.




Synopsis: A PA31-350 pilot suffered the temporary loss of the right engine when both engines fed from the same right outboard tank. He switched to the inboard main tanks and completed the flight. He had noted that any boost pump would indicate pressure on both engine fuel pressure gauges prior to flight; but had been told by Maintenance only that 'he had seen it before.' No write up or maintenance action was done prior to the flight that occasioned the report.
Date: 201702
Local time of day: 0001-0600
Location: KZAK.ARTCC, CA
Flight conditions: VMC
Light: Night
Aircraft: Widebody; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: VFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A KZAK
ATC / advisory: Center KZAK
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Confusion; Distraction; Situational Awareness
Second reporter function: First Officer; Pilot Not Flying
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Other / Unknown
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Environment - Non Weather Related; Procedure
Primary problem: Ambiguous

Narrative: At approximately N3704 W14929 the Captain and I saw what we believed to be a rocket/missile launch likely from a ship. There was a bright plume followed by residual smoke reaching high into the sky. Then we saw several more flashes that we believed were far in the distance. As we continued on course it became apparent that we were going to fly through the smoke trail of the rocket. This caused us concern due to potential air disturbance from the rocket and concern for another rocket going through the same piece of sky. We decided to turn left approximately 20-30 degrees to avoid it and request a deviation from ATC. After we avoided the smoke; we turned to rejoin the route. Then we received notification from ATC that deviation was denied. At this point I erroneously selected direct to the next fix. I should have selected HDG-LNAV to rejoin the course. Could have been a VVM error as well. Several minutes later we received a message from ATC stating that we were 7 miles off course and requested a position report. We sent the position report then requested direct to our next filed waypoint. This was approved. The rest of the flight was uneventful and no further launches or flashes.

Callback: The reporter stated that at first both pilots thought the missile was a great distance off. As their aircraft approached a thin cloud layer which they thought could be the missile's exhaust plume they deviated from their track. They did consider the possibility of a Vandenberg AFB missile launch but considered that a missile launched over 1;500 miles away would probably not be that visible. The event was not reported to ATC because they were uncertain about their perception of the missile's distance. Other aircraft were discussing the event on the common frequency but no one identified the object.

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


Synopsis: An air carrier First Officer reported what he believed to be a live missile firing near N37.04 W149.29. The flight deviated but ATC requested they return to track.