elihoole/asrs-aviation-reports huggingface dataset:
Date: 201510
Local time of day: 1801-2400
Location: ATL.Airport, GA
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Aeroplane Flight Control
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Maintenance Action; General Release Refused / Aircraft Not Accepted
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: This aircraft had been written up by the previous crew for having a very heavy control wheel feel. Maintenance personnel had come to the aircraft and cleared the discrepancy claiming it was within tolerances. When my crew took the aircraft; we noticed the same strong resistance on the control wheel. I noted that I could not pull the wheel back to full up or push the wheel full forward; turn the wheel left or right with one arm. It took two arms to do it. That is not within any tolerance; written or not written. My FO noted the same thing. Maintenance tech came to the aircraft and showed us his test which we did. He said it passed his written test procedures. However; nowhere on the test does it indicate how much force is normal; nor how to even measure it. I do know that with nearly 10;000 [hours] of PIC in these planes that the forces needed to move that control wheel were excessive. In my professional judgment; I deemed the aircraft to have an issue that needed attention and that the aircraft was not safe to operate.The threat was that I did not feel safe flying an airplane which I could not freely and safely manipulate the flight controls. In addition; the Chief Pilot on call told me that the reason the aircraft was going to airport ZZZ was to address this issue. I felt like he was trying to get me to accept the aircraft and get the flight out. I did not think it safe to continue. Why didn't maintenance personnel even inspect the tail assembly? It came out of maintenance; isn't it possible that something could have been binding or not put in properly?




Synopsis: CRJ-700 Captain is assigned an aircraft that had been written up by the previous crew for having a very heavy control wheel feel and Maintenance Personnel had cleared the discrepancy claiming it was within tolerances. The Captain finds the pitch and roll forces to be beyond his tolerances and refuses the aircraft.
Date: 201511
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Luscombe (Silvaire) Undifferentiated or Other Model
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Landing
ATC / advisory: Tower ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Student
Human factors: Situational Awareness; Training / Qualification
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Human Factors; Procedure; Weather
Primary problem: Human Factors

Narrative: Upon rollout on runway 14; engine quit due to carburetor ice. To prevent a recurrence; I will ensure application of carburetor heat.




Synopsis: The pilot of a small aircraft experienced a loss of engine power during landing rollout due to carburetor ice.
Date: 201603
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: Medium Transport; Low Wing; 2 Turboprop Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Distraction; Situational Awareness
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Weight And Balance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While running predeparture flows; I entered the incorrect fuel on board number into the ACARS weight and balance program. The fueler had arrived late; and my guess is that I entered a fuel number off of the Multi-Function Display (MFD) while we were still being fueled. The number entered was 5;480 while the actual fuel on board at brake release was 7;100. I normally check to make sure our weight in the performance unit page matches our takeoff data message weight with the only difference being the taxi burn. We were also coordinating late arriving bags with the ramp and I may have been distracted. I also failed to notice that the takeoff data message warned us that fuel was below release by 640 pounds. The aircraft was properly fueled.  The incorrect fuel input caused our weight and balance and speeds to be incorrect. I estimated that our V2 speed was incorrect by at least 3 knots. I realized my error when the Pilot Monitoring went to pull up our landing data during the flight. The request page showed our expected fuel on arrival to be 1;600 pounds which was incorrect. He wondered why this was. I pulled up the takeoff data message and saw that our Fuel on Board (FOB) was off by over 1;500 pounds from what we had actually taken off with. The only explanation is that I entered the wrong fuel and failed to catch my error despite several opportunities to do so.The threat was that our takeoff speeds were incorrect. While we were still within weight limits for our departure runway; in a different situation; we could have been overweight for takeoff and not known it.Maintain vigilance for errors and cross check fuel numbers. Also; slow down when going through the takeoff data message and thoroughly read any warning messages before going to the speeds page. I am normally very good about doing this; but I am not sure why this situation was different. I had numerous opportunities to catch this error but failed to do so.




Synopsis: An EMB-145XR First Officer reported taking off with incorrect V speeds because of an inaccurate fuel data input.
Date: 201810
Local time of day: 1801-2400
Location: ZDV.ARTCC, CO
Aircraft: B747 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZDV
ATC / advisory: Center ZDV
Aircraft component: GPS & Other Satellite Navigation
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Other / Unknown
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: ATC Equipment / Nav Facility / Buildings; Aircraft
Primary problem: Ambiguous

Narrative: Approaching RAP VOR we were advised a re-route for active military airspace. Then [received] transponder L EICAS message.  We switched to R transponder and also got an associated R transponder EICAS message. We asked ATC if they still had us on radar and they said yes they did. ATC advised it was most likely military jamming. Next we got a FMC verify position. Then unable RNP. I noticed both GPS L and R were way off and causing FMC position updating to be off RNP 2 ANP was 20. We advised ATC of navigation issues due to GPS jamming and asked for vectors. ATC advised this was not a problem and had been happening in the area. We decided to inhibit the GPS NAV and see if it would correct itself by radio NAVAID. This did seem to be working as the Actual Navigation Performance (ANP) was getting better but as we were getting close to [top of descent] and ready for an RNAV arrival and RNAV approach we decided to just ask for vectors to an ILS with a slight tailwind due to ANP would not be acceptable for an RNAV approach. If we had had more time before descent to advise Maintenance and possibly reset breaker GPS L might have fixed the issue.




Synopsis: B747 Captain reported possible GPS jamming near active military airspace.
Date: 201304
Local time of day: 0601-1200
Location: ZDV.ARTCC, CO
Flight conditions: VMC
Weather elements / visibility: 50
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class A ZDV
ATC / advisory: Center ZDV
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Other / Unknown
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural FAR; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: I was enroute from HEC VOR to PGA VOR. While enroute I was over broken to scattered clouds several thousand feet below me. As I proceeded; the clouds became overcast still below me. My weather program showed a narrow band of clouds in my path about 30 miles west of PGA with tops less than 17;500 FT; which I was flying. As I approached the clouds; they were rising and higher than 17;500 FT. I could have reversed course but since they were rising I would still have to climb above 18;000 FT. I climbed to 19;000 FT and within 5 minutes was able to descend clear of clouds. Lesson learned: file IFR if there is weather that could possibly be worse than forecast.




Synopsis: General aviation pilot anticipates being able to clear clouds at his cruise altitude of 17;500 FT according to his on board weather program; but finds the tops to be higher. Reporter elects to climb to 19;000 FT until clear of clouds and continues to destination.
Date: 201208
Local time of day: 0601-1200
Location: ZDC.ARTCC, VA
Flight conditions: VMC
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class A ZDC
ATC / advisory: Center ZDC
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: While in a descent to cross CSN at FL190; we encountered wake turbulence from the aircraft ahead of us. After considerable rolls from side to side and yawing; I clicked off the autopilot and leveled off to stabilize the aircraft and then continued the descent. This caused us to be about 500/700 feet high at CSN. There were no traffic conflicts and ATC did not mention it. We should have had a little more spacing with the aircraft in front due to the quartering tailwind.


Second narrative: [Narrative 2 contained no additional information]


Synopsis: B737-700 reported encountering wake vortex on arrival to BWI; resulting in roll and yaw issues that resulted in their failure to make a crossing restriction.
Date: 201202
Local time of day: 0601-1200
Location: DFW.Airport, TX
Light: Night
Aircraft: MD-83
Operator: Air Carrier
Operating under: Part 121
Flight phase: Takeoff / Launch
ATC / advisory: Tower DFW
Second aircraft: Medium Transport
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Conflict Ground Conflict; Critical
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were cleared to 'line up and wait' on Runway 35L. Since a Heavy cargo jet was departing 35C I knew we would have an approximately 2 minute spacing delay so I taxied slowly across the hold line to avoid a prolonged wait in position at night. While doing so I looked out the First Officer window and saw that the aircraft cleared for the approach and landing to Runway 35C seemed to be lined up with our (Runway 35L) instead. I stopped the aircraft and asked the First Officer 'are they landing on OUR runway?' Without skipping a beat; the First Officer picked up the microphone and asked the Tower which runway the approaching aircraft was going to use for landing. One second later; the Tower Controller asked the flight which runway they were using for landing. One second later they replied 'Runway 35C.' Two seconds later Tower told them to go around which they did. The airplane over flew us about 300 FT (according to our TCAS readout.) We then continued to taxi onto Runway 35L centerline to 'line up and wait.' About a minute later Tower cleared us for takeoff. The remainder of the flight proceeded without incident. I saw the charred wreckage of the B737 that landed on Runway 24L at LAX at night; unfortunately landing on top of a Commuter aircraft. That was some 20 years ago. I have since been reluctant to be quick about taxiing onto a runway at night and just waiting there. When I taxied onto the runway I went straight out so I could put the nose wheel slightly across the centerline and then make a smooth left turn back to the centerline to avoid wasting concrete. Yeah; I know there are two miles of it out there - it's just a habit of mine. When I saw this possible conflict; I was beginning to turn left back to the centerline. When I stopped; I was at a 45 degree angle to the centerline and turned both landing lights and nose light to bright. I did that because I thought the asymmetry of our aircraft and the lights shining ACROSS the runway at an angle would make us an easier object to spot. It apparently did not. It would have been nice if the TCAS alert could have been a help. It of course gave no warning.




Synopsis: Air Carrier Captain reports being instructed by the Tower to line up and wait on Runway 35L and notices that the aircraft on final appears to be lined up with that runway. The Tower is queried and the aircraft on final is sent around.
Date: 201704
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ZZZ; Class E ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Time Pressure; Workload
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: During this trip; we have been slam dunked into two airports required quick configuration of the aircraft. In both case I happened to be pilot monitoring. As we quickly configured the aircraft with gear down we went right into flaps 30 and flaps 45 as soon as we achieved our appropriate flap speeds. Normally with the gear down call the PM initiates our flow which clues arming the thrust reversers and chiming the flight attendant. Given the rapid configuring and slowing of the aircraft I gave priority to selecting flaps immediately versus doing the flow because in my judgment and experience we absolutely; positively need stall margin and correct flap configuration at that point in terms of low altitude and low speed/stabilized approach criteria. With that said; I should have remembered to immediately follow up with my landing flow. Once the landing check was initiated I realized my error and selected reversers to armed and chimed the flight attendant. I have been reading flight safety updates and I noticed their recent emphasis on really reading the checklist and looking at associated items. So I have emphasized that with myself; and I think that those actions helped trap potential errors.




Synopsis: CRJ-200 Captain reported that the frequent 'slam dunk' arrivals assigned by ATC at multiple airports increase workload and can lead to procedural errors.
Date: 201705
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: PA-24 Comanche
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Takeoff / Launch
ATC / advisory: CTAF ZZZ
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airport; Procedure; Human Factors
Primary problem: Human Factors

Narrative: I would like to convey an incident that happened as I was set to takeoff. Engine maintenance had been performed earlier in the day to correct an oil leak emanating from a few of the cylinder push rod tubes. I planned to stay in the pattern for safety reasons; which is prudent any time after major maintenance has been performed on an aircraft engine. As I entered runway TWO-ZERO; [another] aircraft (local parachute jumping operator) also entered the runway immediately behind and slightly to my left. Mind you; cylinders had just been dissembled on my aircraft and there was an increased chance that I may abort my takeoff if everything wasn't perfect on the takeoff roll. Assuming that the skydive aircraft was intending to maintain the formation position and start a takeoff roll as soon as I started my takeoff roll; I elected to taxi straight ahead and exit the runway at taxiway 'C'. No prior agreement had been made regarding both aircraft being on the runway at the same time. I made the radio call that I was taxiing forward and exiting the runway as a Beechcraft was turning final for runway TWO-ZERO. There was much apprehension in the voice of the Beechcraft pilot as he was trying to figure out if he had time to make a safe approach and landing with two aircraft on the runway. I was not comfortable executing an immediate rolling takeoff; so that there was sufficient time for the skydive aircraft to also takeoff; before the Beechcraft touched down. It was absolutely an unsafe situation. The FAA website shows the definition of a runway incursion as: Any occurrence at an aerodrome involving the incorrect presence of an aircraft; vehicle or person on the protected area of a surface designated for the landing and take off of aircraft. The FAA goes on to categorize the varying levels of severity as it relates to a runway incursion. Had I started my takeoff roll; I would have not had sufficient time to avoid a collision of an aircraft commencing a takeoff in a trailing formation position.




Synopsis: GA pilot reported exiting the runway after a skydive aircraft entered the runway behind him in an apparent attempt to expedite takeoff while another aircraft was also on final approach.
Date: 201302
Local time of day: 1201-1800
Location: JYO.Airport, VA
Flight conditions: VMC
Light: Daylight
Aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B IAD
ATC / advisory: TRACON PCT
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Fractional
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Situational Awareness
Anomaly: Conflict Airborne Conflict
Detector: Automation Aircraft TA; Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Ambiguous

Narrative: [I] entered downwind making all the normal callouts for Runway 35 with one other single engine aircraft reporting in the pattern. That aircraft landed as I began my descending turn to base. As we were turning to base we got a TA alert followed by an RA climb. I commenced a wings level climb to comply with the RA. The Captain spotted the unannounced aircraft closing on us from below and to the left. The distance on the TCAS indicated 200 FT at the closest readout. As the RA cleared and I leveled off at pattern altitude I looked to our left and also spotted the aircraft as it made a left circle and then departed the pattern to the southwest very quickly. After landing; the Captain closed the flight plan with Potomac Approach and inquired about the other aircraft causing a TA/RA and asked if the aircraft might have been a UAV given our proximity to Washington. A Supervisor came on line to answer questions and only acknowledge that they were tracking via radar a VFR target but didn't say where it was. The aircraft we saw was gray in color with a twin boom and a long wing. Different than any normal GA light aircraft I have ever seen. I believe it was a UAV. If; in fact; this was a UAV then the obvious solution is to keep UAVs out of civilian airspace.




Synopsis: A Corporate Jet took evasive action from a TCAS RA target which appeared to be a UAV in the JYO CTAF landing pattern; but PCT had no information about the aircraft when questioned.
Date: 201908
Local time of day: 1201-1800
Flight conditions: VMC
Weather elements / visibility: 15
Light: Daylight
Aircraft: Amateur/Home Built/Experimental
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private; Flight Crew Sea
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; General Evacuated; General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Wheeled landing gear down during water landing. Pusher seaplane flipped over nose during rollout of water landing stopped inverted. Single occupant pilot was uninjured. Aircraft was inspected by pilot who found no visible damage after landing and inversion; aircraft was later substantially damaged during water towing and recovery efforts.




Synopsis: Amphibian Pilot reported executing a water landing with landing gear extended resulting in an inversion.