elihoole/asrs-aviation-reports huggingface dataset:
Date: 202106
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: ATC Equipment / Nav Facility / Buildings; Airport
Primary problem: Airport

Narrative: I flew a night operation into PTKK.  While I was aware of the NOTAM'd PAPI being out of service; and the flight was flown in accordance with SOP; I would like to make the [company] aware of the potential risk associated when conducting a night  RNAV(GPS) 4 PTKK approach under these conditions.  I believe this reduction in safety at night is due to several factors:1) Lack of visual reference on short final (black hole effect).2) RNAV(GPS) 4 approach lacks vertical guidance to the runway; resulting in the FD's initiating a missed approach at HAMAX.3) Reaching the MAP 300 ft. higher than published DDA.  If not briefed and aware; the FD will command a left turn and level flight prior to the 'expected' minimums.4) Lack of outside and inside references to determine if you meet the stabilized approach criteria once you are in visual conditions.5) PTKK is one of shortest runways in our system.6) Numerous threats associated with preloading an electronic glide path while still on the published approach; especially in IMC conditions (a technique many use to increase the level of safety) 7) Junior and less experienced pilots typically fly this trip.




Synopsis: Pilot reported issues related to flying into PTKK Chuuk International Airport; Weno Island; Micronesia; at night.
Date: 202105
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Night
Aircraft: Boeing Company Undifferentiated or Other Model
Operator: Air Carrier
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Anomaly: Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Chart Or Publication; Environment - Non Weather Related; Procedure; Manuals
Primary problem: Chart Or Publication

Narrative: While performing a fire cartridge change on (Aircraft Number) the #2 right hand engine squib was set off and discharged the canister. The cartridge was discharged while performing the continuity check which requires the pulling and turning of the fire pull handle. The lighting inside the cockpit was very poor and multiple glares coming through each window caused even less visibility. Handle was turned in the wrong position causing the bottle to be discharged. Both lead and supervisor were notified immediately of the situation. Once the bottle was discharged a hissing sound was heard. The cause of the bottle being discharged was lack of lighting; the AMM and task card not having enough safety measures (the C/B's for the bottles not being tested should be pulled alleviating any potential error).Radioed mechanics at the rear of the aircraft that were watching the continuity test box to make sure no one was injured and then immediately notified the lead and supervisor on shift of the mishap. The C/B's for the bottles not being tested should be pulled alleviating any potential error. A task card should be made for this job (the task card is currently just a component replace task card with no specifics other than p/n and s/n) specific to the aircraft and air carrier so that no further errors occur.




Synopsis: Maintenance Technician reports inadvertently discharging an engine fire cartridge.
Date: 201911
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Turbulence; Icing
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Workload
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Returned To Departure Airport; Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Had a strong electrical/ozone burning smell in the cockpit for 30 seconds after feeling and hearing a loud thud. I [notified ATC] and used the electrical system fire or smoke checklist; but there was not any smoke or haze or any EICAS; MFD or PFD emergency abnormal or advisory indications so most of the checklist was not applicable.After ATC was notified; we did not have much time before we landed back: The electrical system fire or smoke checklist looked the best at the time. Looking at the checklist; it really did not apply to our situation; we never got any fire or smoke anywhere in the aircraft; just an occasional smell of electrical burning in the cockpit that lasted at most 30 seconds. But I did focus too much time on the checklists.Just read the checklist and if a bullet point does not apply go to the next bullet point and so on; and if none of the bullet points apply; then the checklist did not apply. In my case the checklist bullet points kept referring to smoke dissipation but we had no smoke or fumes so the checklist did not apply.




Synopsis: EMB-145 Captain reported electrical/ozone-burning odor and the electrical fire or smoke checklist was not applicable during troubleshooting.
Date: 201403
Local time of day: 0001-0600
Location: BZN.Airport, MT
Flight conditions: IMC
Aircraft: Airbus Industrie Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class E BZN
ATC / advisory: Tower BZN
Aircraft component: GPWS
Component problem: Design; Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; Captain
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Less Severe; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Environment - Non Weather Related; Aircraft; Procedure
Primary problem: Environment - Non Weather Related

Narrative: On vectors from Big Sky approach for ILS12; [I was] told to expect KICDO. We were level at 11;000 left downwind east of BZN airport. No terrain displayed on NAV display between our position and KICDO. Terrain had been briefed prior to approach and we were aware of terrain to east of airport with a height of 9;541 FT. While level at assigned altitude of 11;000 we received a GPWS Terrain; Terrain pull up warning. GPWS ESCAPE maneuver followed immediately. Warning ceased and level off completed at 12;000. ATC notified and we were told MVA is 10;900 FT for that area. We were then given a descent back down to 11;000 and continued to be vectored for the ILS12 approach. [I] called Big Sky Approach Supervisor to discuss event. He was able to pull up our radar track and verified the MVA in that sector was 10;900 FT and that other aircraft had been vectored in that same area without incident.


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


Synopsis: An air carrier flight crew responded to an EGPWS terrain warning while being vectored for an ILS Runway 12 approach to BZN.
Date: 201712
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
ATC / advisory: UNICOM ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Private
Human factors: Other / Unknown
Anomaly: Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: The aircraft ran off the end of [the] runway (length 2400 ft) approximately 10 to 15 ft into soft dirt and mud following a long landing and soft braking action. The engine came to a stop following approximately 1 to 1.5 propeller revolutions after contacting the mud to a depth of approximately 6 inches. The aircraft was pushed by hand back onto the taxiway at the end of [the] runway. There was no injury to pilot or passenger; there was no visible damage to the aircraft; and no damage to the airport facility.




Synopsis: PA-28 pilot reported a runway excursion following a long landing.
Date: 201807
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Horizontal Stabilizer Trim
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Departure Airport; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Took off from [departure airport]; on upwind electric and Autopilot trim failed. [Notified ATC]. Recovered at [departure airport]. Landed overweight. Did maintenance write ups.




Synopsis: Boeing 737 pilot reported the loss of electric and manual trim control shortly after takeoff resulted in a return to the departure airport.
Date: 201812
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 20
Light: Daylight
Aircraft: Amateur/Home Built/Experimental
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Aircraft component: Engine
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness; Time Pressure
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition
Contributing factors: Human Factors; Procedure; Aircraft
Primary problem: Aircraft

Narrative: While maneuvering at approximately 1;000 feet AGL the engine suddenly ran rough and quit. I applied full rich mixture; checked main fuel valve; mag switch; fuel boost pump and tried to restart; none of which solved the problem. Since I was almost directly over a 4 lane divided highway headed south and getting low; I lined up with southbound side and proceeded to make the landing. Highway traffic was light and there were no power lines in the area. I made a perfect landing and rolled with traffic till I reached a wide driveway and exited the highway. As I exited the aircraft I was approached by an off duty sheriff sergeant who had seen my situation and made a U turn to block traffic behind me. This prevented a traffic conflict until I was clear of the highway. [My aircraft] has folding wings; so we folded the wings; hooked it to the back of my pickup truck and towed it back to the airport; about 2 miles. Post incident analysis: (1) No damage to anything (people; aircraft or highway) (2) The cause: Fuel exhaustion in the left tank caused by a valve (designed to prevent fuel cross feed and fuel leakage when topped off) that was accidentally left in the wrong position. Fuel in right tank was prevented from being used even though it was half full. (3) The remedy: The transfer valve will be wired or taped in the open position and a checklist note added to check this item at preflight. This should preclude this from happening again. Also a low fuel warning indicator has apparently malfunctioned and will be checked out. (4) What I learned: a. Do a more thorough preflight b. don't panic; fly the aircraft.




Synopsis: Experimental pilot reported engine failure due to fuel mismanagement resulting in off-field landing.
Date: 201909
Local time of day: 0001-0600
Location: PDX.Airport, OR
Light: Night
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class C PDX
Aircraft component: Flight Director
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Takeoff roll began normally on [Runway] 10R; upon rotation; the command bars immediately changed to the flight director; and at the same time; track mode changed to roll mode. The flight director was commanding a level off a few hundred feet above the runway; even though the altitude selector was set to 6000 ft.; the aircraft briefly entered magenta ALT hold a few hundred feet above the runway. As this happened; the auto-throttles then tried to roll back to maintain V2 + 10kts. (140 kts.) as though we were going to level off there. We immediately overrode the auto-throttles to continue the climb; then selected green flight level change and manual speeds at VFS. We changed LNAV and VNAV once at a safe altitude. During the brief cruise segment; just prior to descent we noted we had lost vertical PTH guidance/VNAV profile on both MFDs as well as both MCDUs. Fuel remaining at arrival; and ETA were also missing from the MFDs. We notified ATC we didn't have VNAV guidance and requested them to descend us. About 50 miles from destination; VNAV profile began working and we were able to resume the arrival as published.


Second narrative: Upon rotation on [Runway] 10R the command bars switched to the flight director. The lateral mode switched to roll and the vertical mode went to ALT. The auto-throttles retarded and the flight director was commanding level off. I manually pushed the throttles forward and pitched the plane to approximately 15 degrees up. I asked the FO (First Officer) for heading and flight level change. We went to manual speeds as the speed schedule was not sequencing either. Once at a safe altitude and on course we went back to LNAV and VNAV. Upon decent we did not have a VNAV profile and were unable to fly the STAR as published and received guidance from ATC. About 50 miles out of destination the VNAV profile populated.


Synopsis: E175 flight crew reported the loss of flight director presentations immediately after takeoff.
Date: 201303
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Weather elements / visibility: Turbulence; Rain; Icing; 8
Light: Daylight
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Pitot-Static 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: Human-Machine Interface; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft; Human Factors; Manuals; Weather
Primary problem: Aircraft

Narrative: We were in descent from 10;000 to 5;000 FT and had just switched to final approach; slowing to 230 KIAS. The weather at our destination was 1.5 miles visibility in rain and mist. At some point in the arrival sequence the Captain disconnected the autopilot and autothrottles in preparation for the approach. At that point I noted an IAS miscompare warning on the PFD; followed by Level 2 Alerts: 'SEL ELEV FEEL MAN; SEL FLAP LIM OVRD'. I then noted PFD ASI indications - Captain's 217 KIAS; First Officer's 236 KIAS; Standby 235 KIAS.We ran the QRH Airspeed Lost; Suspect; Erratic Checklist [and determined] CADC #1 was suspect. The Captain selected CADC 2 for Flight Director; autpoilot; etc. No emergency was declared and we landed uneventfully. I missed the recommendation at beginning of QRH procedure [regarding] getting to and maintaining VMC; as I was focused on getting the disparity between the 2 ASI displays resolved.We wrote the event up after the flight. This was a repeat of the same item which was signed off prior to our flight as replaced CADC #1. Maintenance action following our flight was signed off as 'Purged moisture from #1 Pitot Static System'...I have no recommendation for prevention. The QRH Checklist should; however; be amended to direct use of AOA when experiencing Airspeed Lost/Suspect/Erratic events. Anecdotal to this event was my familiarity [with the QRH procedure]; in part; due to recent completion of annual training where the pitot covered scenario directs its use.




Synopsis: An MD-11 flight crew successfully resolved anomalous airspeed indications during an arrival in IMC.
Date: 201705
Local time of day: 0601-1200
Location: EWR.Airport, NJ
Flight conditions: VMC
Weather elements / visibility: Thunderstorm
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E N90
ATC / advisory: Center ZNY; TRACON N90
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Captain; Pilot Not Flying
Anomaly: ATC Issue All Types; Inflight Event / Encounter Fuel Issue
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; Flight Crew Landed in Emergency Condition
Contributing factors: Airspace Structure; Weather
Primary problem: Ambiguous

Narrative: During descent on the PHLBO arrival into EWR we asked to deviate to the left for a line of weather directly below us during the descent. NY center said unable due to PHL traffic and allow a 10-15 degree deviation to the right. We could not continue descent below 10;000 ft because the controller put LGA traffic into holding 1000 ft below us. Approximately abeam DYLIN the controller told us EWR wasn't taking anyone and gave us a 180 turn to the right and because of the LGA traffic could not allow us to turn or climb until almost to DUPONT. We climbed back up to 15000 ft and turned south to parallel the arrival on the left side of the weather as originally requested. Once with NY approach and evaluating our options we informed NY approach that we were fuel critical now and once we turned left departing METRO we asked how long we would be on this heading and now for the 3rd time announced to NY approach that we were fuel critical with no reply. When we pressed the matter; approach informed us that it would be another 68 air miles before a turn to the airport so we had to decide to divert or continue and the NY approach controller now told us if we said the magic word we would get right in. Given the circumstances and approaching our FAA fuel minimum for landing we decided the best course of action was to [advised ATC] for low fuel and get the airplane safely to EWR. It is my personal opinion that better options from NY center during the deviation on descent as well as more assistance from NY approach could have kept this event from happening.


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


Synopsis: B737 flight crew reported a low fuel situation on arrival to EWR.
Date: 201708
Location: SFO.Tower, CA
Flight conditions: IMC
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 SFO
ATC / advisory: Tower SFO
Aircraft component: Traffic Collision Avoidance System (TCAS)
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were cleared for ILS runway 28R [at SFO] and assigned 180 KTS to AXMUL. Before CEPIN; we noticed a TCAS target 2 1/2 miles in front and 800 feet below us. Being IMC; we were concerned about the closure rate. As [we] slowed; ATC told us to maintain 180 KTS to AXMUL. We did. As we broke out of the clouds; we noticed no traffic ahead of us on either 28L or 28R.On [a prior similar approach;] I executed a go-around because of a TCAS RA at 800 feet on runway 28R. When I talked to the Tower [later] that day; he informed me there was no aircraft below us. I would like someone to explain to me why I'm getting ghost targets on runway 28R going into San Francisco. I'm concerned safety is being jeopardized and this matter should be looked into.

Callback: Reporter stated he had not heard of the TCAS null bus fault but said it sounds like that is a possible explanation.



Synopsis: B757 Captain reported receiving an apparently false TCAS RA on short final at SFO Runway 28R on two approaches on different days. On the first approach; the Captain executed a go-around.