elihoole/asrs-aviation-reports huggingface dataset:
Date: 201408
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Ferry / Re-Positioning
Flight phase: Landing
ATC / advisory: CTAF ZZZ
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Human-Machine Interface
Anomaly: Ground Event / Encounter Ground Strike - Aircraft; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: I made a normal three point landing in [a conventional landing gear equipped] Waco biplane.About half way through the rollout the right wing dropped; followed by a brief instability followed by a drift to the left I could not stop with full right rudder and right brake. The plane continued into the grass and onto a ramp area. As the plane slowed the turn left tightened and at about 15 MPH jerked left and spun around 180 degrees dragging the right wing tip. Inspection of the asphalt showed the final ground loop appeared to be the result of the wheel rim digging into the asphalt. The plane came to rest upright with the right shock strut appearing collapsed and the right tube support strut folded accordion style with about four to five folds. The gear leg was folded inward almost vertical. Not sure on performance of the right gear in this event. [It appeared it had been] damaged before but I have not been able to get much information on that.  An airport video showed the right wing drop and right rudder against the resulting left drift.




Synopsis: Following a normal three point landing the pilot of a Waco biplane was unable to arrest a ground loop; perhaps the result of some failure of the right landing gear structure; and significant damage to the gear was the result.
Date: 202106
Local time of day: 1201-1800
Location: RNO.Airport, NV
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C RNO
ATC / advisory: Tower RNO
Aircraft component: Navigational Equipment and Processing
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude
Detector: Automation Aircraft Other Automation
When detected: In-flight
Result: Flight Crew Overrode Automation; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Aircraft; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: We were cleared the RNAV (RNP) Y 16 L inside of HLDMM (I believe) on the KENNO 2 RNAV. 0.3 was entered into the LEGS Page and 4;500 feet was placed in the MCP (Mode Control Panel) window. Inside of KLOCK; zeros were entered into the MCP. At approximately 1;500 feet AGL; with the aircraft fully configured and a zero vertical NAV deviation; the Vertical NAV suddenly indicated approach 488 feet below the vertical path. The aircraft made a minor attempt with pitch and power to correct the deviation. I then disengaged the autopilot and autothrottles. By the time we sorted this out; we were too high above the glidepath for a normal approach; so I directed / executed a go-around.We subsequently flew a visual approach backed up by (a different RNAV) the RNAV GPS X Runway 16L. We did not engaged the VNAV / LNAV. An ILS is not available to 16L. The weather packet cover page did note GPS interference testing in the PMSR (Pt. Mugu Sea Range) centered on the SXC248/058 and possible impact areas; but RNO was not in the listed area.  RAF coverage was 0.3 or better. There was an FDC NOTAM for this approach (to disregard a note for night operations); but was N/A.  Company was contacted.




Synopsis: Air carrier Captain reported that VNAV suddenly indicated below glide path during approach to RNO airport. The approach became unstable; and the flight crew executed a go-around. Reporter stated that there was GPS testing in nearby area but the approach airport was not listed on the coverage area document.
Date: 201505
Local time of day: 0601-1200
Location: PCT.TRACON, VA
Light: Daylight
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B PCT
ATC / advisory: TRACON PCT
Second aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Confusion; Workload
Anomaly: ATC Issue All Types; Conflict Airborne Conflict
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Procedure
Primary problem: Procedure

Narrative: After Takeoff out of DCA airport ATC advised us of Cessna traffic at 5;500 feet. We were in a climb to 5;000 feet. Just prior to level off we got a TCAS RA that told us to level off. I leveled off and slightly descended following the TCAS commands. We notified ATC. I noticed on the TCAS that he was 500 feet above us.




Synopsis: After a DCA takeoff a flight crew took evasive action following a TCAS RA nearing 5;000 feet from a small aircraft at 5;500 feet. ATC had advised the crew about the target in their climb.
Date: 201311
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: MD-83
Operator: Air Carrier
Operating under: Part 121
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Turbine Engine
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Take off was normal until 800 AGL when a very loud bang followed by several less severe bangs occurred followed by the aircraft yawing to the left. Engine instruments indicated complete rollback of left engine. Left throttle was retarded to idle and all engine and systems indications  indicated normal and no more noises were coming from the engine. I declared an emergency with ATC and piloted the aircraft back to [the runway] with the right engine operating normally and the left engine at idle. All QRH procedures were accomplished and appropriate personnel notified. After an uneventful landing and exiting [runway] we had ARFF confirm the left engine appeared normal; with no hot spots or leaks. I taxied single engine (right) to gate while having ARFF follow us to keep an eye on the engine. Shut down at gate with no further abnormal indications.


Second narrative: [Narrative 2 had no additional information.]


Synopsis: MD-83 flight crew reported left engine loss of power shortly after takeoff; the result of a probable compressor stall. Flight declared an emergency and returned to departure airport with affected engine at idle thrust.
Date: 201509
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Night
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
ATC / advisory: Tower ZZZ
Aircraft component: Autoflight System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Distraction; Situational Awareness; Workload
Anomaly: Aircraft Equipment Problem Less Severe; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Automation Overrode Flight Crew; Flight Crew Overcame Equipment Problem; Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Aircraft

Narrative: During my short 250 hours on this aircraft I have experienced 5 abnormal landing events. During [the most recent] event; after normal touchdown spoiler deployment occurs. Shortly after spoiler deployment occurs; the spoilers retract; the autobrakes disengage and the throttles advance. If the throttles are above idle; the thrust reversers lock. This event has occured at both flaps 30 and 40; with and without crosswind and with sink rate between 150FPM and 400FPM (estimated). The event has been countered with manual spoiler extension; manual braking and physically holding the throttles at idle with the forarm while deploying thrust reversers. The event causes increased landing rollout and stopping distance.Recommend searching FOQA data for similar incidents to determine cause of above event and take action necessary to prevent future occurrence.

Callback: The reporter stated the cause of the five similar events he has experienced has not been determined. A Check Airman said a possible cause was a TOGA button push within two seconds of touchdown before the reverser levers are pulled. If that were the case a full autothrust TOGA go around would be initiated. Outside of two seconds; a TOGA button push is ignored and the normal landing sequence is enabled. The reporter believes the possibility exists that in some older aircraft switch wear may permit inadvertent TOGA engagement.



Synopsis: A B737-800 Captain reported after landing the TOGA system engaged before reverse thrust was activated. Thrust levers were physically held at idle while the speedbrake and reversers were engaged.
Date: 201205
Local time of day: 0601-1200
Location: ZHU.ARTCC, TX
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: King Air C90 E90
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZHU
ATC / advisory: Center ZHU
Aircraft component: Altimeter
Component problem: Improperly Operated
Reporter organization: Corporate
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Situational Awareness; Training / Qualification
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Returned To Clearance
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: After leveling off at my assigned cruise altitude of 10;000 MSL using the autopilot altitude preselect; the Controller asked me to say altitude.  When I looked at my PFD altitude display (Garmin 600) it showed approximately 10;600 FT.  When I checked the mechanical back up altimeter it showed 10;000 FT.  When I cross checked the two altimeter settings I realized that the back up altimeter setting was not correct.  I disengaged the autopilot and descended to 10;000 FT using the PFD altimeter and reset the autopilot to altitude hold.  After talking with the owner of the aircraft on my return he informed me that the autopilot altitude capture was linked to the mechanical standby altimeter; not the PFD altimeter.  The aircraft was an 'other owner' aircraft that I was flying on an infrequent basis and believed that the altitude management process was controlled by the primary PFD altimeter.  I am now aware that the PFD back up altimeter must be reset at all times along with the primary and secondary altimeters and altitude capture indications must be verified on both altimeters.




Synopsis: A King Air pilot; unfamiliar with the avionics in the aircraft involved; leveled 600 FT above his cleared altitude because the altitude select/capture mode was predicated on the reading from the standby altimeter; not his PFD altimeter; which he had failed to reset prior to takeoff.
Date: 202111
Local time of day: 1201-1800
Location: ZZZ.Tower, US
Aircraft: A320
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: Coalescer Bag
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Physiological - Other
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Both pilots smelled a moderate to strong musty/dirty sock odor (only in the flight deck) shortly after application of takeoff power that lasted for approximately five minutes. The odor was transient; seemed to diminish and apparently was no longer present after approximately 10 minutes (total) of flight. No air particulates were witnessed; however the Captain donned the oxygen mask to double check for 'olfactory fatigue'. Upon taking off the mask; the odor was confirmed to be gone. The FOM fumes/odor checklists were complied with and the odor classified as a 'level one transient odor emanating from the aircraft environmental system'. Both pilots experienced a 'metallic' taste in the aftermath of the odor; which lingered for approximately two hours. However; no other physiological symptoms manifested. With the odor no longer present on the flight deck both pilots felt safe to continue. Without any odor present in the cabin; the flight proceeded to the destination. Dispatch and Maintenance Control were notified of the situation via ACARS. Upon landing in ZZZ1; local maintenance took the logbook; applied their corrective actions with Maintenance and signed off the airplane as safe to return to flight.




Synopsis: A320 Captain reported a transient fume event during takeoff. Odor described as moderate to strong dirty socks which dissipated within 10 minutes.
Date: 202008
Local time of day: 0601-1200
Location: FHR.Airport, WA
Flight conditions: VMC
Weather elements / visibility: 50
Light: Daylight
Aircraft: Small Aircraft
Operator: Air Carrier
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower FHR
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Airport
Primary problem: Airport

Narrative: Friday Harbor WA (FHR); Runway 16; west side taxiway at threshold is marked '16-34' when it should be marked as '16'.  This led an unfamiliar crew to proceed northbound on the parallel taxiway; only to find that it did not lead to the runway at all.Likewise; at Reno NV (RNO); the hold sign for the northernmost taxiway leading to the threshold for Runway 16L on the east side is marked 16L-34R when it should be marked 16L.  I did not taxi all around the field; but if I had to guess; one would probably find that all twelve holding signs for all six thresholds are likewise improperly marked.




Synopsis: Pilot reported issues with airport signs at FHR and RNO airports.
Date: 201209
Local time of day: 0001-0600
Location: MEM.Airport, TN
Light: Night
Aircraft: Widebody Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Taxi
ATC / advisory: Ground MEM
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Communication Breakdown; Confusion; Physiological - Other
Anomaly: Conflict Ground Conflict; Critical; Ground Incursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Assigned to park at a gate; we crossed Runway 27 and the Captain continued to taxi right of an aircraft parked in a gate there. I told him to come left and then said COME LEFT loudly. The jumpseater yelled STOP! I quickly stopped the aircraft using the brakes. I talked to the Captain about this event on the phone this morning. He said that he may have been tired. I decided it was best to issue a report; and told him that I was going to. He said they would as well.




Synopsis: After landing at MEM a First Officer took control of an aircraft and forcefully stopped it because Captain was not following taxi instructions and putting the aircraft into a conflict.
Date: 202005
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Ground Personnel
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Email notification received from Cargo [Operations] relaying DSTG (departure staging guide) mail item 1 at 259lbs remained planeside and was not loaded on aircraft as shown on final load record. After revising weights a weight change of 259lbs was generated representing 0.18% adjustment from the original takeoff weight. Percent MAC changed from 29.4 to 29.0 (-0.4). FAR violation for an inaccurate weight manifest submitted.




Synopsis: Air carrier Ground Personnel reported a parcel of cargo not loaded on board resulting in incorrect aircraft weight.
Date: 201809
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Light: Night
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Flight Dynamics Navigation and Safety
Component problem: Malfunctioning
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Workload; Distraction
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Landed in Emergency Condition; Flight Crew Overcame Equipment Problem; Flight Crew Diverted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were established at our cruise altitude of FL400 for about ten minutes when the First Officer noticed his altimeter was jumping up and down two hundred feet. Also; his vertical cue on his flight director was flashing on and off with his airspeed fluctuating plus and minus ten knots. Shortly after; we received a FMC message for right IRS drift. We could not locate it in the Ops Info section of the QRH. We texted Dispatch about the FMC message and they said; 'Standby; we will work on it.' We then received an FMC message 'verify pos: IRS IRS.' This message we did find in the Ops Info section of the QRH. It directed us to the FMC Navigation Check. We ran this checklist and found that there was no data for the right IRS on POS REF. I selected the IRS on the overhead to both on left. This time the autopilot disengaged. It was not indicated in the FMC Navigation Check that this would take place so I decided to place the IRS switch back to normal. Shortly after the First Officer's attitude indicator was in a constant left turn and I had an amber roll annunciated on my PFD (Primary Flight Display). Shortly after; we lost all data on the First Officer's PFD. At this time we decided it was best to get the aircraft on the ground. We [advised ATC] and chose ZZZ as our diversion airport. On our way into ZZZ and passing through 15;000 ft. we received an R IRS Fault. We were already being vectored onto final and we decided to not perform the R IRS fault checklist and landed in ZZZ without any further issues.




Synopsis: B737 Captain reported irregular indications on First Officer's flight display resulted in a diversion.