elihoole/asrs-aviation-reports huggingface dataset:
Date: 201409
Local time of day: 0601-1200
Location: BIS.Airport, ND
Flight conditions: Marginal
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Approach
Airspace: Class D BIS
ATC / advisory: Tower BIS
Aircraft component: Aero Charts
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Distraction; Situational Awareness
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Chart Or Publication; Human Factors
Primary problem: Chart Or Publication

Narrative: Flight crew was on the RNAV (GPS) runway 13 approach. The pilot flying briefed the MDA at 2100'. There was; however; a small ball note showing 'LNAV only;' 2380 MDA. In the [approach profile] pictorial depiction the 2380 MDA was hard to see therefore the crew missed it. The crew used the 2100 MDA; which was depicted in the approach [chart minima block]; instead of the [ball] noted MDA on the [profile] portion. The crew had the runway in sight in VMC when we saw a building in front of us. As the Captain was going to make adjustments for the building the enhanced ground proximity warning went off telling the crew to pull up. The crew pulled up until the warning went away and then proceeded to land the aircraft visually.The LNAV only MDA should have been depicted at the bottom of the approach plate instead of in the notes section.  The MDA for this approach could be seen as very confusing.




Synopsis: The flight crew of a commercial fixed wing aircraft flying the RNAV (GPS) Runway 13 approach at BIS utilized an LNAV MDA of 2;100 MSL as depicted in the Jeppesen Minima box vice what they believed to be a 'number 2' ball noted MDA of 2;380 MSL depicted on the profile view in three locations. During the approach they received an EGPWS terrain warning and; when visual noted a building in front of them. They climbed to extinguish the warning and continued the approach.
Date: 201908
Location: LAS.Airport, NV
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Time Pressure; Communication Breakdown; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Attendant
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were taxiing out in LAS for around 20 minutes when a call light when on at mid-cabin. I walked out and a mother said her toddler had to use the restroom and couldn't wait. I told the woman that I needed to contact the Captain and see if it was possible to let her use the facility before departure. I walked back to the aft inter phone and called the cockpit. The Captain said we would pull off to the side and she would have about 2-3 minutes to use the lavatory. I walked back out into the cabin and relayed the information to her and said to wait until the plane stopped and to make it as quick as possible. The aircraft turned and when we stopped the woman handed the toddler to her husband and they headed to the back lavatory. As the father and toddler entered the lavatory there was a single high-low chime. I headed back to the aft inter phone as the [Flight Attendant] A cleared us for departure. I called the Captain to remind him that we had a passenger and toddler in the lavatory and he responded 'we are going; tell them to hang on'. I knocked on the lavatory door and told the passengers to hang on; that we were taking off and to please stay in there until I said it was safe to come out (keep in mind that there were no empty seats towards the back and they were about 15 rows from their seat). It is very bumpy for the first 5-10 minutes in LAS this time of year and I didn't want them up for initial ascent either. We took off and around the 10;000 ft. ding I escorted the gentleman and toddler back to their seats. The Captain called back via the inter phone and apologized and said something to the effect of 'we were supposed to be second for departure but they moved us up'.




Synopsis: Flight Attendant reported that Captain elected to take off with a gentleman and toddler in the lavatory.
Date: 201709
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: DA42 Twin Star
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Cruise
Airspace: Class E ZZZ
Aircraft component: Propeller Pitch Change Mechanism
Component problem: Malfunctioning
Reporter organization: FBO
Reporter function: Check Pilot; Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution; Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft; Company Policy
Primary problem: Aircraft

Narrative: We took off for a routine multi-engine stage check. About 30 minutes into the flight; we ran through our engine failure procedure where I failed the left engine by use of throttle. The student showed his ability to control the aircraft. We proceeded to do the engine shut down checklist - in practice. The way we teach it here is to actually feather the propeller and shut off the mixture. Let the student see the single engine performance and handling characteristics of the plane on one engine and then run through the engine air start checklist. We did the air start checklist but the prop did not come out of feather. We tried 4 or 5 times and decided at that point to divert to the nearest suitable airport. I took controls and the radio as my student ran through the checklist aloud. We landed without incident on [the] longest runway. The aircraft was found to have a faulty accumulator and/or settings. Before we departed; I checked the maintenance logs as usual and saw both engines had been replaced after prop strikes. I've worked at [company] for 3 years now and have done maintenance test flights for them following maintenance. So I was under the impression they did a maintenance test flight after the new engines were installed. When I returned to [home base]; I did some investigating and found out they did not; in fact; do any maintenance test flights before returning it to service. As our manual says they are not required to do test flights for new engines that come from the factory broken in. I looked up FAR 91.407 and it states after maintenance; the plane has to have a test flight. I believe a test flight after the new engines were installed may have caught the accumulator issue and would have been a much safer route.




Synopsis: DA-42 flight instructor reported diverting to an alternate after an intentionally feathered prop would not unfeather.
Date: 201508
Local time of day: 0001-0600
Location: ZZZ.TRACON, US
Flight conditions: VMC
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Speedbrake/Spoiler
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While climbing out enroute; I felt a slight vibration in the aircraft. As we leveled off in cruise; I asked the other members in the cockpit if they felt anything odd; like a slight vibration. We all agreed and also noticed the aircraft was flying about 3 degrees in a left bank. When the FO disconnected the autopilot; the aircraft rolled slightly to the right. After adjusting the rudder trim and getting the aircraft to fly level; I asked the jumpseater; to go back and take a look at the wing. He came back and said the right spoiler number 3 was up about 8 inches. We landed uneventfully after making the required logs and contact with maintenance.




Synopsis: A319 crew noticed a vibration and trim anomaly during climbout; and traced it to an extended spoiler panel.
Date: 202004
Local time of day: 1201-1800
Location: CPK.Airport, VA
Flight conditions: VMC
Light: Dusk
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Initial Climb
Airspace: Class E ZDC
ATC / advisory: CTAF CPK
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Troubleshooting; Other / Unknown
Anomaly: Inflight Event / Encounter Object
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Returned To Departure Airport
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: VFR pattern work at CPK; just turned left crosswind. Minor updraft with turbulence; loud bang and pitch down moment. Regained control of aircraft; returned to ZZZ1 (home base). Upon post flight; noticed a 4 inch dent on leading edge of right horizontal stabilizer approximately 9 inches from root.  Scratch marks evident inside concavity and adjacent (medial) to dented concavity. No red discoloration noted; no organic tissue noted anywhere on aircraft. 100% certain an impact occurred in the pattern at Chesapeake; do not believe it was a bird strike.




Synopsis: Cessna pilot reported aircraft was struck by an object during initial climb causing a dent in aircraft.
Date: 201911
Local time of day: 1201-1800
Location: CLT.Airport, NC
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E CLT
ATC / advisory: TRACON CLT
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Confusion
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Procedure
Primary problem: Procedure

Narrative: Descending on the BTSEY 2 Arrival into CLT for 36L. After BTSEY the Controller cleared us to CEDOX. We thought we heard DEFOX ON THE 36L Localizer. We tried to query the Controller; but the radios were so congested that we couldn't get a word in. Before we had a chance to ask; the Controller gave us a heading for downwind. As we started to investigate; we found CEDOX on the PARQR 3 Arrival. We noticed that the PARQR 3 is one of the SIDs that we are unable to fly. The PM; on initial check-in gave the Controller all of the required information including the SID we were on and the transition.Recommend changing the name of either CEDOX or DEFOX. They're too similar to be that close together.




Synopsis: Air Carrier Captain reported a track heading deviation during arrival to CLT airport due to similar sounding fix names CEDOX and DEFOX.
Date: 202104
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Weather elements / visibility: Turbulence; Icing
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Airspeed Indicator
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Weather
Primary problem: Aircraft

Narrative: We were flying in IMC and received an IAS comparator on both the Captain and F/O (First Officer) PFD (Primary Flight Display). About 30 seconds later the autopilot disconnected. We knew that we had an Unreliable Airspeed. The F/O continued to fly the plane and we went through [the] unreliable airspeed checklist.  We then spoke with ATC and received a block altitude. We then went through the QRH procedure for unreliable airspeed. We determined that the Captain's airspeed was inoperative. We completed the checklist pulling from the F/O CADC (Central Air Data Computer). We got #2 Autopilot and NAV working. The Captain landed the airplane without any issues.Cause: We believe the Captain's pitot tube could have been frozen when we were flying in IMC.




Synopsis: MD-11 Captain reported his airspeed indicator became unreliable; possibly due to pitot icing.
Date: 201509
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Cheetah; Tiger; Traveler AA5 Series
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Initial Climb
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Private
Human factors: Time Pressure; Troubleshooting; Communication Breakdown
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On climb out at 2;000 feet on an IFR training flight with my instructor; I was handed off from tower to approach. I called approach and asked for vectors for LOC approach. At that time; 1.5 miles south airport ZZZ and 2;200 feet; I experienced severe vibration on the controls and a partial loss of power. I notified approach. At that time; I began to go through the emergency check procedures and pitch for my best glide speed (65 KTS). The emergency checklist did not resolve the loss of power nor the vibration so I continued to pitch for best glide speed and turn to a heading that would take me back to ZZZ. Approach said that they could not hear me. There was an aircraft in the local area that was able to relay our communication to ATC. I was able to dump all flaps and implement full power and maintain 65 KTS with severe vibration. I kept asking [ATC] for clearance to land but I could not hear a response. Once I knew that I had the runway made and I knew that there were no aircraft taking off; I pulled the throttle to idle and landed without incident. I made it off of the runway under power and then ATC sent out a tug to pull me back to my hangar.




Synopsis: The pilot of a Grumman Tiger experienced vibration and loss of power; and was unable to clearly communicate with ATC. He was able to land successfully.
Date: 201210
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Rain; Snow; 3
Light: Daylight
Aircraft: SA-226 TC Metro II
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Landing; Parked
Aircraft component: Main Gear
Component problem: Failed
Reporter organization: Air Taxi
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Multiengine
Human factors: Distraction; Confusion; Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: Aircraft In Service At Gate
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: ASOS weather taken from my TOLD card that I kept from the day of the incident: XA:05Z 360/3 3SM -SN BR 024 OVC -1/-2C A29.92 Runway used: 7;008 FT x 100 FT. Runway conditions: light dusting of snow all surfaces. Approach used: VOR/DME. After parking and just before shutdown; the right main gear warning light illuminated. Initially I thought a micro switch had been fouled by some ice so I dismissed the notion of anything being wrong at that point of the shutdown process. I continued to unload the freight from the aircraft and returned to the cockpit thereafter to call in numbers. It should be noted that during the unload; I felt the aircraft shift slightly as if someone had pushed the tail quite hard but that the aircraft never returned to the neutral point; almost as if the airplane had slid downhill 3 inches. Again; at the time I didn't think anything of it other than the thought in my mind of 'that felt kind of weird.' Turning on the battery switch again illuminated the right main gear warning light so I went to check the micro switches. It was at that time that I discovered the outboard drag link on the gear had sheared from the main gear itself. I took pictures and sent them to Maintenance for preliminary inspection. The landing itself was not unusual in any way. Touchdown was approximately 100 FT beyond the thousand foot markers. On a scale of 1-10; 10 being perfect; was probably a 6. Not great but I've had much worse. No unusual side loading occurred and directional control was maintained throughout the rollout and no indication that any malfunction had occurred even during the taxi to park. Airport Operations later conducted a runway inspection and found part of the sheared drag link approximately 3;000 FT down the runway 3 FT right of the centerline. After close inspection by a mechanic; further damage was discovered deep within the gear well itself. Further inspections are pending.




Synopsis: A SA-226 pilot reported discovering a fractured outboard main landing gear drag link after the right main landing gear warning light illuminated at the gate.
Date: 201901
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Night
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Situational Awareness
Second reporter function: First Officer; Pilot Flying
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Passenger
When detected: In-flight
Result: Flight Crew Rejected Takeoff
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: During takeoff roll at approximately 80 KIAS the FAs (Flight Attendants) alerted the flight deck with four chimes followed by four chimes. A rejected takeoff was accomplished. While taxiing clear of the runway the flight attendants said the alert was caused by three passengers on the left side of the aircraft at row 22 yelled 'FIRE' three times after observing a fire ball from the aft of engine Number 1. Tower reported that no fire or smoke was observed from our aircraft. An Airport Operations person was nearby and made a visual inspection of our aircraft and reported no fire or smoke coming from the engine. At no time during the takeoff roll and subsequent reject were there any indications or warnings of engine fire; overheat; high EGT; high fuel flow; or compressor stall. Brake cooling calculations were made through [performance data calculator.] No cooling time was required. We taxied to a gate and deplaned the passengers. Dispatch; Maintenance Control; the Chief Pilot were contacted. A logbook entry was made and Mechanics were called out. Required inspections and a five minute engine run were performed. No abnormalities were found and the aircraft was returned to service.


Second narrative: During the takeoff roll we received four chimes from the Cabin Crew followed by an additional four chimes. I was the Pilot Flying. The Captain called for the reject and rejected the takeoff at approximately 85 knots. I advised the Tower of the reject and I contacted the Cabin Crew. They told me that three passengers seated between rows 20 and 23 on the left side (Captain's side) noticed flames coming out of the #1 engine tailpipe during takeoff. I asked them if there was any visible fire; smoke or fumes; to which they replied in the negative. We had normal engine indications throughout; and the Number 1 engine was no longer showing any symptoms of fire or smoke. An Operations vehicle inspected the aircraft and everything was normal. We checked brake cooling and proceeded to the gate. The passengers deplaned; the engine was inspected by Contract Maintenance; and after we ran the engine for five minutes the paperwork was completed and the aircraft was cleared to continue.


Synopsis: B737-700 flight crew reported rejecting a takeoff due to a call from flight attendants who said passengers saw flames coming out the number one engine.