elihoole/asrs-aviation-reports huggingface dataset:
Date: 202009
Local time of day: 1201-1800
Location: ZZZ.Tower, US
Flight conditions: VMC
Light: Daylight
Aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Autoflight System
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Rejected Takeoff; Flight Crew Returned To Gate; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Rejected take off above 60 knots. AFC's light came on on the master warning system; returned to the maintenance facility to be checked out by Maintenance.




Synopsis: Captain reported a Master Warning activation and executing a RTO.
Date: 201811
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Mission: Passenger
ATC / advisory: CTAF ZZZ
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Communication Breakdown
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Excursion Runway; Ground Incursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While inbound; 10 miles east of the airport I made a position call on CTAF frequency. An unknown person called back and asked if I was familiar with the airport. I called back and answered 'yes; I am; I know I have to stay east of the runway.' They called back and confirmed; and informed me they are using Runway XX. I continued to make position calls at 5 miles; then 2 miles at which time I entered the downwind for Runway XX. I then continued to make my base call followed by my final call. As I touched down on XX; a pilot proceeded to make taxi call for XX and entered the runway about 1;000 feet ahead of me. I had to slam on my brakes and divert off to the left of Runway XX onto flat dirt and skidded to a halt sideways to avoid hitting her aircraft on the runway; and avoid hitting aircraft parked in the dirt. The pilot then apologized and said 'sorry; I didn't see you.' I departed a little later to my next destination.




Synopsis: PA28 pilot reported an aircraft taxied onto the active runway down field; which required an evasive maneuver resulting in a runway excursion.
Date: 201901
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Citation Latitude (C680A)
Operating under: Part 91
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Engine Fuel Filter
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Amber Fuel Filter Bypass Left CAS Message in cruise at 40;000 feet. Ran QRH and contacted Dispatch with divert airport choice off our left at 100 miles. Received re-release from Dispatcher; advised ATC and proceeded to [alternate] for an uneventful landing. I advised [Maintenance] of possible fuel contamination.




Synopsis: CE-680 Captain reported diverting to an alternate airport after receiving a Fuel Filter Bypass message on CAS.
Date: 201412
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
Aircraft component: FMS/FMC
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Not Flying
Anomaly: ATC Issue All Types; Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Aircraft; Procedure
Primary problem: Ambiguous

Narrative: Due to a DCA runway change; traffic was stacked in holding at the published hold at PLDGE on the FRDMM 2 Arrival.  Prior to knowing we would have to hold; we had briefed the STAR points; altitudes; and speeds per the FOM.  The PLDGE waypoint has an altitude restriction of 17;000' to 15;000'; which we verified to be loaded in the FMC correctly.  We were subsequently cleared to hold at PLDGE at FL 210.  Upon entering the hold; I loaded a holding altitude of 21;000' on the HOLD page of the FMC in order to see the best hold speed at that altitude.  I did not realize doing that would delete the 17;000 to 15;000 that was previously on the LEGS page.  Later; I realized it was replaced with FL 210 at PLDGE.  While outbound in the hold; we were cleared direct PLDGE and cleared to descend via the arrival.  We also had just been informed of the runway change from 1 to 19 so we were busy reprogramming and briefing the RNP 19 approach.  I did not see that the FMC was going to hold 21;000' until PLDGE despite not being in the Hold mode anymore.  Washington Center said he saw we would not make the 17;000' to 15;000' restriction at PLDGE and to make the next one.


Second narrative: Even though we had briefed the STAR and Approach prior to TOD and verified all the FMC programming; once the plan changes we need to ensure we verify correct altitudes.


Synopsis: A B737-700 flight crew entered the hold as cleared at PLDGE at FL210 on the FRDMM RNAV STAR to DCA.  On an outbound leg they were cleared direct back to PLDGE; to descend via the STAR and also to change their landing runway to 19 vice 1.  They crossed PLDGE inbound at FL210 vice between 15;000 FT and 17;000 FT as charted.
Date: 201412
Local time of day: 0601-1200
Location: SUN.Airport, ID
Aircraft: Citation Excel (C560XL)
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Procedure
Primary problem: Procedure

Narrative: I received a phone call from [a manager] asking me to return to the airport and remove an MEL placed on the aircraft the previous day for a tail deice boot patch that is peeling. He said he needed it removed and a NEF (Nonessential Equipment and Furnishings program) applied instead so it can be flown in icing conditions. I voiced my concerns that if that patch comes off or peels further inflight; we will have no way to remove ice from the tail and we will then begin accumulating tail plane ice. He said to; 'check it on the ground and watch it close on pre and post flight'. I told him that did no good if it peels off in a descent. His response was; 'we need that airplane available to generate revenue before we have to fix it'.We need management to stop pressuring us to fly potentially dangerous aircraft. This NEF should have never been approved by the FAA in the first place. Thought needs to be given to safety before these items are approved.




Synopsis: CE-560XLS Captain reported he felt pressure from his company to withdraw a maintenance write-up on a tail deice boot patch.
Date: 201809
Local time of day: 0001-0600
Location: SDF.Airport, KY
Aircraft: Beech 1900
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Flight phase: Climb
Airspace: Class B SDF
ATC / advisory: TRACON SDF
Reporter organization: Air Taxi
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Landed As Precaution; General Maintenance Action
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Ambiguous

Narrative: After departure from SDF; climbing through 3;000ft we hit what I suspected to be wake turbulence. Immediately the airplane developed a violent vibration. When leveling off at 4;000ft the vibration became rhythmic; but slightly less violent with a pronounced oscillation. It was unusual and significant enough that both the First Officer (FO) and I felt like there was a possibility of aircraft damage and/or malfunction of some sort. We were still within a few minutes of the departure airport; so we performed an air return and precautionary landing. The FO [flew] the aircraft on the previous leg; and confirmed that the noise/vibration was a new development. We agreed it was significant enough to warrant a return for inspection by Maintenance rather than risk further damage or the creation of an emergency situation.




Synopsis: Beech 1900 Captain reported returning to departure airport after experiencing an unusual vibration that may have been related to an earlier wake turbulence encounter.
Date: 201510
Local time of day: 1201-1800
Location: TTN.Airport, NJ
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: SR22
Operator: FBO
Operating under: Part 135
Flight plan: VFR
Mission: Training
Flight phase: Climb
Airspace: Class D TTN
ATC / advisory: Tower TTN
Second aircraft: Cessna Aircraft Undifferentiated or Other Model
Reporter organization: FBO
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Conflict NMAC
Detector: Automation Aircraft TA; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While performing take offs and landings at Trenton airport; we climbed off the runway aware that there was traffic in the pattern.Although initially we did not see that traffic; the Cirrus system warned us and subsequently we found the traffic entering the downwind as we were already there. We had planned to do a close traffic approach; the other airplane seemed to have extended their pattern.Evasive action was performed and we continued in the pattern. Tower asked us to do a 360 degree turn away from the airport to space the traffic and we entered the downwind behind the other airplane. There were no additional events.




Synopsis: SR22 pilot reported an NMAC shortly after takeoff from TTN airport.
Date: 202002
Local time of day: 1201-1800
Flight conditions: VMC
Light: Daylight
Aircraft: SR22
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Descent
Airspace: Class E ZTL
Aircraft component: GPS & Other Satellite Navigation
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion; Distraction; Situational Awareness; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Became Reoriented
Contributing factors: ATC Equipment / Nav Facility / Buildings; Aircraft; Airspace Structure
Primary problem: Aircraft

Narrative: I was attempting to transition south west to north east below the Class B airspace when I visually saw the airport and 3 towers. This seemed odd given the MFD map position didn't agree with what I saw with regard to this particular airport and associated towers. I looked at the GPS that was driving the MFD and noticed a message indicating GPS loss of integrity. After checking for traffic; I immediately started a decent and in a direction to keep me out of a lower Class B shelf ahead. Almost simultaneous to this I opened foreflight on my phone to see if I had better reception and coverage for the Class B airspace. I did have proper coverage and got to an altitude I knew was below the Class B shelf. Once stabilized in altitude and direction; I reset the aircraft GPS to see if the loss of integrity signal would go away and it did.




Synopsis: SR22 pilot reported receiving incorrect GPS information.
Date: 202106
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Maintenance
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate; Pre-flight; Routine Inspection
Result: Aircraft Equipment Problem Dissipated; Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Upon arrival at the cockpit; I noticed a bottle that seemed out of place. Upon examination; the bottle was glass cleaner that was labeled as HAZMAT. I removed the item from the cockpit and noticed a spill in the compartment. I read the label and noticed that the label stated 'WARNING: Flammable liquid and vapor...' I notified the Captain and he called Maintenance Control and made a logbook entry. Maintenance Control assigned a Technician who cleaned the spill and made a corrective entry in the logbook. Given the size of the spill; I can assume that the previous crew unknowingly flew the aircraft with a HAZMAT spill in the cockpit.An unknown person must have left the bottle behind after using it in the cockpit. The hazardous item and spill went undetected by the previous crew(s).It's important to use the correct cleaning agents on the aircraft. It's even more important to ensure (and have a procedure) to make sure hazardous items are removed from the aircraft. I self-rated the risk rating as HIGH since the aircraft had presumably flown with a HAZMAT spill that was undetected by a previous crew.




Synopsis: Air Carrier First Officer reported a liquid spill from a bottle of glass cleaner labeled as Hazmat which was inadvertently left in cockpit.
Date: 201204
Local time of day: 1201-1800
Location: RAP.Airport, SD
Flight conditions: Marginal
Weather elements / visibility: Turbulence; Rain; Thunderstorm
Light: Daylight
Aircraft: Small Transport; Low Wing; 2 Turbojet Eng
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Approach
Airspace: Class D RAP
ATC / advisory: TRACON RCA
Reporter organization: Personal
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Distraction; Physiological - Other; Situational Awareness; Workload
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action; Flight Crew Became Reoriented
Contributing factors: Human Factors; Procedure; Weather; Environment - Non Weather Related
Primary problem: Weather

Narrative: [I was receiving] vectors to ILS Runway 32 at RAP. Thunderstorms and rain; marginal VFR on IFR flight plan. Ellsworth; descend to 5;300 FT; heading 350 degrees; turbulence and rain downdraft. [I] disconnected autopilot. Arrested descent at 4;800 FT; busting altitude restriction of 5;300 FT. Ellsworth Approach called on low altitude; but already disconnected autopilot and corrected. [I] broke out of rain; airport in sight. Visual approach [was] given; 500 FT low. [I] should have corrected sooner.




Synopsis: The pilot of small jet reported that while on vectors for RAP Runway 32; thunderstorms; rain; and down drafts caused him to descend to 4;800 FT; which prompted ATC to issue a low altitude alert as he attempted to correct.
Date: 201712
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Night
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Check Pilot; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation / Discrepancy - Procedural Other / Unknown; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Attendant
When detected: In-flight
Result: General Physical Injury / Incapacitation
Contributing factors: Procedure
Primary problem: Procedure

Narrative: During a routine flight; late at night; in smooth air with the seatbelt sign off; we were given a clearance of maximum forward airspeed and cleared direct to the destination airport. Shortly after we were give a discretionary descent clearance from FL350 to FL240. I was conducting IOE (Initial Operating Experience) and the new-hire FO (First Officer) was the PF (Pilot Flying). We discussed various methods to get down now that we were no longer on a STAR. We decided to enter the altitude of the FAF for the IAP we were planning to fly as our altitude to be at upon reaching the airport. This created a TOD and 3.0 descent path for us. However; the TOD was slightly behind the aircraft and we were slightly above the descent path. I instructed the FO to use FLCH as a way to intercept the descent path. As the aircraft smoothly pitched over the airspeed began increasing towards the barber pole. I instructed the FO to deploy the speed brakes; which he did; but it was inadequate to arrest the speed. I decided to intervene by disconnecting the autopilot and smoothly pitching up slightly to lessen our descent rate. No sooner had I done this than we had intercepted the descent path and we re-engaged the autopilot and continued our descent. About 1 minute later I got a call from the forward FA stating that the aft FA had been injured during the 'drop' and that she thinks her ankle is broken. I asked if she needed anything from us and that I would call ahead for medical assistance to meet us at the gate. Upon landing I contacted our company to let them know what happened. I gave a brief description and they wanted to talk to the injured FA to get a statement from her concerning this injury. Although I don't know what the aft FA was doing exactly at the time this occurred; the cause of this injury appears to be the unexpected pitching up of the aircraft to avoid an over speed situation. Although I believe I did this maneuver smoothly and the pitching up was not excessive; it appears that this somehow caused the aft FA to injure her ankle.




Synopsis: ERJ-175 Captain reported that a Flight Attendant injury resulted from pitching the aircraft up slightly to lessen the rate of descent.
Date: 201203
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Approach
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Flap Control (Trailing & Leading Edge)
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On a visual approach to the runway I was the pilot flying and asked for flaps 5 and landing gear down to begin configuring for the approach. The Captain moved the flap lever and I began to slow from 210 KTS. Almost immediately; the Captain noticed the flap gauge was not indicating any movement of the flaps. I maintained speed above the flap maneuvering speed and stopped the descent at the final approach fix altitude. At the time we were approaching the FAF. The Captain began running the QRH. I flew the airplane and took the radios. When we reached the FAF we elected to go around and were given runway heading and a climb to 7;500 FT. We asked for vectors in the airport area while we worked the problem. I continued to fly the airplane and handle the radios while the Captain talked to Dispatch and ran the QRH for Trailing Edge Flaps Non-Normal. The checklist calls for using the alternate flap system to configure for a flaps 15 landing. We completed the checklist and review; computed the performance data and asked for a ten mile final for a straight in to the runway. We continued the approach and landed with no additional issues.I credit the Captain with recognizing the failure almost immediately; checking the Flap gauge every time the flap lever moves is critical. I think task division played an important role: As the pilot flying; there can be powerful urge to help work the problem and run the checklist. It does take some discipline to resist that temptation and not be distracted from flying the airplane. This can be especially critical in situations where terrain and non-normal flight control are added threats.




Synopsis: A B737-700 flight crew performed a go around when the flaps failed to extend as they approached the FAF. They performed the QRH procedure; obtained 15 degrees of flaps using the alternate system and landed without incident.