elihoole/asrs-aviation-reports huggingface dataset:
Date: 201602
Local time of day: 1801-2400
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Weather elements / visibility: 20
Light: Dusk
Aircraft: Light Sport Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Cruise
Aircraft component: Fuel Line; Fittings; & Connectors
Component problem: Design; Improperly Operated
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Sea
Human factors: Confusion; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While operating a seaplane in conjunction with a private yacht the engine quit while in level flight. The seaplane was over calm water and landed without damage. The yacht dispatched a tow boat and recovered the airplane on board.Subsequent investigation found that fuel was not being delivered to the engine (Total Time Aircraft and Engine was 59.25 hours). Fuel present on board was 4.0 gallons as indicated on the EFIS (Electronic Flight Instrument System) and visual sighting of the tank. The Pilot Operating Handbook lists unusable fuel as 1 gallon. Subtracting the listed unusable fuel leaves 3.0 gallons providing over 30 minutes of fuel at cruise settings with the indicated fuel quantity (for 5 GPH). The fuel filter was checked for blockage and found to be partially obscured (estimated blockage less than 50%); but still capable of fuel flow. The threaded fuel filter cover was found to be snug; but not requiring significant wrench torque to open (an O-ring provides the primary seal for the cover). Fuel was added and the engine started and ran normally. Further investigation found the inlet head for the fuel pumps exceeds the maximum specified in the Rotax engine installation manual. The measured distance from the bottom of the tank to the inlet fuel filter was found to be 14 inches (310 mm); exceeding the maximum of 10 inches (250 mm) specified in the Rotax document. The problem is easily avoided by allowing for a greater margin of unusable fuel. Unfortunately in an airplane with limited useful load the additional weight is a consideration. A modification of the fuel system to meet Rotax engine specifications is the real solution. It would also help to have a factory specification for torque to secure the fuel filter housing cover.




Synopsis: A 2014 Searey LSA Elite pilot reported an engine failure followed by a successful calm water landing. Troubleshooting revealed fuel starvation because the fuel line from the tank to the fuel pump filter inlet was too long resulting in low head pressure when the fuel quantity got low.
Date: 202102
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Citation V/Ultra/Encore (C560)
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Fuel System
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Inflight Shutdown; Flight Crew Landed As Precaution; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Precautionary right engine shutdown because of fuel contamination.




Synopsis: CE560 pilot reported shutting down right engine in flight because of fuel contamination.
Date: 202109
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PC-12
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Climb
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Autoflight Yaw Damper
Component problem: Failed
Reporter organization: Personal
Reporter function: Captain; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Picking up an aircraft from maintenance at ZZZ. Upon rotation and initial climb; control forces became heavy and the aircraft tried to deviate right. As the aircraft accelerated after gear retraction and flap retraction; the control forces became stronger to the point that holding a heading became difficult. Autopilot and yaw damper failed to engage. It was required to trim ailerons to the left to an unusual degree to relieve control forces. I contacted Departure and told them that I was having control issues and it was hard to control my heading. Requested return to ZZZ. I stated that I was not declaring an emergency; but I needed to come back as soon as possible. Vectors were given to return. In the process of returning; the control situation seemed to become better; then worse. I informed ATC that my situation was degrading. Priority was given and ATC vectored me around to land. Upon slowing to land I gradually brought the trims to neutral. Upon touchdown the control forces were slightly better; but the imbalance still existed. I vacated the runway; was given taxi permission to the ramp. Upon cleaning up the aircraft I re-checked all of the trim axis and checked the controls for freedom of movement as had been accomplished before departure. All control forces appeared normal. All checks on controls and auto-pilot were satisfactory before departure. Aircraft sent to maintenance on the field.




Synopsis: PC-12 pilot reported the Autopilot and Yaw Damper failed during their initial climb resulting in a return to the departure airport.
Date: 201408
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
ATC / advisory: Center ZZZ; TRACON ZZZ; Tower ZZZ
Aircraft component: Powerplant Lubrication System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During descent the left engine oil quantity showed six quarts and decreasing as we progressed toward landing. A deadheading pilot confirmed smoke was trailing from the engine with the throttle at idle. We requested a straight in approach.  We briefed the flight attendants and flew a visual approach with the left engine at idle. Upon exiting the runway we shut down the engine; CFR confirmed the engine was secure; and we taxied to the gate.




Synopsis: An A320 flight crew requested assistance and landed straight in at their destination when they determined the left engine was losing oil quantity.
Date: 201209
Local time of day: 1201-1800
Location: LAX.Airport, CA
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E SCT
ATC / advisory: TRACON SCT
Second aircraft: B747 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: General Physical Injury / Incapacitation
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: We were descending through 15;000 FT near GRAMM Intersection on the RIIVR2 arrival into LAX. Autopilot and seatbelt sign were both on. We encountered wake turbulence with caused one moderate jolt including a 10 degree roll to the right. One other jolt occurred seconds later. We asked ATC what aircraft we were following. SCT said we were following a B747 eleven miles ahead. Flight Attendant was in the aisle picking up trash. She said she went to the floor. Upon landing I was informed by her of the event and that she was feeling a mid-back pain. She did not ask for medical assistance at the time; but feared she would be sore the next day and would therefore be filing a report.




Synopsis: Air Carrier Captain reported encountering wake vortex 11 miles in trail of a B747 on approach to LAX; resulting in turbulence and roll. One Flight Attendant reported back pain as a result.
Date: 201907
Local time of day: 0601-1200
Location: CID.Airport, IA
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Flight phase: Final Approach
Airspace: Class C CID
ATC / advisory: Tower CID
Second aircraft: Regional Jet 200 ER/LR (CRJ200)
Reporter organization: Government
Reporter function: Other / Unknown
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew; Person Observer
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: I was not working at the time of the event. I was told about the event after the fact. After hearing about the event; I watched the replay and realized it was controller error. Aircraft X was initially told on upwind to keep his pattern tight and the Controller would try to get him another touch and go ahead of a regional jet. On downwind; the Cessna was told to expect to follow the regional jet and report the jet on 4 mile final in-sight. The Cessna reported the CRJ in sight abeam the numbers; and the Controller told the Cessna 'Runway 27 cleared for the option.' The Cessna shortly after turned base into the oncoming regional jet. The controller took no action. The regional jet reported the traffic to Tower. Tower asked Cessna to verify the CRJ was in sight; Cessna affirmed. The regional pilot told the Cessna he was not supposed to [turn] base in front of him. Separation was .14 mile and 100 feet. The controller then cleared the Cessna for low approach; separation was .06 mile and 100 feet. The Cessna got low enough to the runway to drop off the radar; when the Controller asked Cessna to confirm he was doing a low approach; which the Cessna affirmed. I was told that the CRJ was not clear of the runway while the Cessna was doing low approach. CID does not have ASDE-X. Ground and Local position were split.




Synopsis: A Controller reported a Cessna was supposed to follow Air Carrier traffic on short final but turned into the traffic due to incomplete instructions from the Local Controller.
Date: 201306
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Dusk
Aircraft: Gulfstream G200 (IAI 1126 Galaxy)
Operator: Air Carrier
Operating under: Part 91
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Hydraulic System
Component problem: Failed
Reporter organization: Fractional
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Diverted; Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft; Airport
Primary problem: Aircraft

Narrative: We were at FL390 north of the VOR when the Right Hydraulic Level Low EICAS message came on. We ran the QRH checklist for that. Hydraulic quantity was 24. Shortly after that; the Right Hydraulic Low Pressure EICAS message came on. I started running the QRH checklist for the Right Hydraulic Low Pressure. We talked to Center and asked for lower and asked to divert. We declared an emergency. I then informed the passengers.When we were handed off to Approach Control; they told us the runway was partially closed and there was 7;100 FT available. We elected to go to [a further airport] for a longer runway. The aux hydraulic pump was on and hydraulic pressure was fluctuating between 0 and 1;500 PSI. The landing gear came down normally and; after landing; we had to use the emergency brakes. We stopped on the runway but could not taxi due to no nose wheel steering and only having emergency brakes. The fire trucks met us and the passengers were given a ride to the FBO and the SIC rode with them. I stayed with the plane while they towed it to the ramp. There was a significant amount of hydraulic fluid leaking from the belly of the plane.This situation was caused by mechanical failure of the hydraulic system. Once this occurred; we followed the emergency checklist.


Second narrative: [No additional information was included in the secondary narrative.]


Synopsis: A Gulfstream 200 flight crew declared an emergency and diverted due to right hydraulic system failure. Diverted again when their original diversion airport had inadequate runway length due to construction.
Date: 202107
Local time of day: 0601-1200
Location: ZZZ.Tower, US
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Dirty sock odor descending into ZZZ. [Suggest] aircraft filtered bleed air.




Synopsis: Air Carrier Captain reported a fume event of 'dirty socks odor' during descent to destination.
Date: 201808
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Weight And Balance; Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: After I finished loading the flight I got a message saying that a Hazmat quick pack was added about 50 minutes before departure. I added the Hazmat to pit 2 with a planned 16 bags. I then called the Zone Controller to make sure they call the ramp and tell them to secure the hazmat with 16 bags. I then did my other flight and got busy with a flight. After I finished my flights I looked at all my finalized flight and noticed that Flight X did not have 15 bags minimum with the Hazmat and had just taken off.




Synopsis: Load planner reported miscommunication by Zone Controller resulted in an aircraft departing with incorrectly loaded HazMat cargo.
Date: 201509
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Horizontal Stabilizer Control
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; 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: Flight Crew Landed in Emergency Condition; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On descent we received a Pitch trim fail amber light. We completed the QRH procedure which did not correct the problem. After completing QRH we had Autopilot Fail amber light. [Advised] ATC and asked for delay vectors so we could complete the QRH. We were the only aircraft in the area so we did not need receive priority handling. When QRH procedure was completed we received vectors and completed visual approach uneventful. Briefed the Flight Attendants (FA) with yellow emergency 3 mins to landing and expect normal landing and taxi to the gate. The Passengers were not briefed as the FA were are already in their seats with the cabin secured. Flight was completed without out incident. Captain complained about sore biceps after landing.




Synopsis: The First Officer reported that the crew received a Pitch Trim Fail light and then an Autopilot Fail light. They completed the abnormal procedure and landed without incident.
Date: 201209
Local time of day: 0601-1200
Location: BWI.Airport, MD
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Landing
Airspace: Class B BWI
ATC / advisory: Tower BWI
Second aircraft: B737 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: ATC Issue All Types; Ground Incursion Runway; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Rejected Takeoff; Flight Crew Regained Aircraft Control
Contributing factors: Aircraft; Procedure; Human Factors
Primary problem: Ambiguous

Narrative: We were sequenced behind a B-737 doing a visual to Runway 33L. As they landed Tower cleared another B-737 to line up and wait on 33L and; once the arrival exited the runway; the Tower cleared the holding B-737 for takeoff. They almost immediately aborted the takeoff and said they would clear at Tango. Tower told a taxiing aircraft to hold short of Tango so the B-737 could clear. Although there was sufficient room to do so they stopped before clearing the hold short line.I asked if we were still cleared to land and Tower advised the B-737 to move forward and clear the runway. They began moving and I felt they would be clear before we touched down so I continued. As we were in the landing flare we passed behind the B-737 and were rocked by a huge blast of jet wash. The aircraft was momentarily pushed sideways but I took action to recover and regained centerline alignment. The landing roll-out was routine and we cleared the runway.I radioed the Tower to inform them that we had encountered a lot of jet wash in the flare. Even though the B-737 was moving I was surprised by how much turbulence we encountered. I suspect that they gunned it right then for some reason even though they were moving or they were single engine. I should have elected to go around when I thought to inquire if we were still cleared to land regardless what the other flight was doing. An aircraft so close to our intended touchdown point should have been a clue for the possibility of jet wash. Just wasn't expecting that much.




Synopsis: As the reporter's A320 was on short final a B-737 cleared to depart the same runway prior to their landing rejected their takeoff but failed to clear the runway completely. When asked to expedite clearing the resultant jet blast struck the A320 as they flared causing momentary destabilization from which the reporter recovered and landed safely.
Date: 201207
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower ZZZ
Aircraft component: Brake System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Maintenance
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: After arrival; I noticed that the BTMS readouts were 3 and 4 on the left main gear and 1 and 5 on the right. I wrote up the 1 and 5 on the right main brake readouts. When Maintenance trouble shot the discrepancy they found the hydraulic line quick connect to the right inboard brake was not connected. They reconnected the line and the system operated normally for the subsequent flights.




Synopsis: CRJ-200 Captain noticed abnormal brake temperatures after arrival. Inspection revealed right inboard brake quick disconnect line not connected.