elihoole/asrs-aviation-reports huggingface dataset:
Date: 201302
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna 310/T310C
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Climb
Airspace: Class D ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Fuel Distribution System
Component problem: Malfunctioning; Design
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness; Distraction; Time Pressure; Training / Qualification; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Fuel Issue
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition; Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Aircraft; Manuals; Procedure
Primary problem: Ambiguous

Narrative: On departure after reaching approximately 2;000 FT MSL; the aircraft experienced significant fuel flow fluctuation on the right engine. The fluctuation was not immediately resolved by switching to the auxiliary fuel tank; which had over 30 gallons of fuel; and engaging the electric boost pump. As the airport was less than 2 miles away; and as I had ample altitude; I felt the safest course of action was to return to the airport; and diagnose the problem on the ground. I notified ATC of an engine problem; and requested a return to land. To facilitate the single engine landing and reduce drag; I shut down the right engine and feathered the propeller. The landing was uneventful; and I taxied to the maintenance facility. It appears that the low fuel level in the right main tank at climb attitude permitted air to enter the fuel pump inlet resulting in cavitations of the pump. The fuel flow from the auxiliary tank did not have adequate time to purge the air and prime the fuel pump as I elected to shut the right engine down to facilitate an immediate landing. Prevention of a similar event would be accomplished by assuring an adequate fuel level in the main fuel tank. Although there was ample fuel in the auxiliary tank; it would have taken some period of time for the fuel from that tank to have primed the fuel pump and purged the air from the pump such that fuel could be delivered to the engine.




Synopsis: A pilot shut a C310 engine down after takeoff because of fluctuating fuel flow but after returning he discovered that the main tank fuel pump is uncovered at a high body angle and switching to the auxiliary tank would have alleviated the problem given time.
Date: 201404
Local time of day: 1201-1800
Location: ZME.ARTCC, TN
Aircraft: IAI1125 (Astra)
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZME
ATC / advisory: Center ZME
Second aircraft: A380
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Second reporter function: First Officer; Pilot Not Flying
Anomaly: ATC Issue All Types; Deviation - Altitude Excursion From Assigned Altitude; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Procedure; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: While in cruise at FL390; Center advised 'Caution; wake turbulence from an Airbus 380 Super crossing from left to right; at FL400'. After establishing visual contact with the traffic; I requested a temporary lower altitude until passing behind the traffic. We were advised that was not available due to additional traffic at FL380. Within a minute; we encountered wake turbulence from the A380. Our plane rolled left; pitched down and the autopilot disconnected. After manually stabilizing the aircraft; the altimeter was observed to be 250 FT below assigned altitude. After climbing back to FL390 and re-engaging the autopilot; Center asked us to verify our altitude. We did so; which was then level at FL390. I believe an earlier traffic-alert from Memphis Center would have provided us with sufficient time to have asked for a turn off-course; thereby enabling us to avoid the wake turbulence.


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


Synopsis: IA-1125 flight crew reported a wake vortex encounter at FL390 with an A380 that passed in front of them. The resulting turbulence caused a 250 FT loss of altitude.
Date: 202009
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Military Trainer
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Initial Climb
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Private
Human factors: Situational Awareness; Distraction; Time Pressure
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: After lifting off Runway XX; I retracted the gear; allowed the aircraft to accelerate to 120 knots and was about to retract the takeoff flaps setting. The Tower cleared me to a right turn for my westerly heading; when suddenly there was a loud noise and a strong rush of air as the canopy departed. I looked at my ground position and airspeed. I added power called the Tower and informed them of the situation and asked to return. I continued climbing to pattern altitude. Tower cleared me to land. I waited until my base turn to lower the gear. On short final I added full flaps. I kept the airspeed about 10 knots higher than normal (100 knots). Landed and taxied to hanger. Ground Control informed me that someone saw the canopy land not far from the end of the runway. I retrieved the canopy which landed in the dirt. No objects or persons were hit. I debriefed with Tower personnel and Airport Manager. Because of aircraft behind me [which were ready] to go; I rushed my final prep for takeoff and did not lock the canopy. I cannot tell you that after XX years and thousands of hours of flying many aircraft how I could have made such a mistake. I am ashamed of myself. I plan on making a checklist that you have to check off each box before moving on; and continue going to safety seminars as I had for years.




Synopsis: Pilot flying jet trainer reports canopy departed after takeoff.
Date: 201705
Local time of day: 1201-1800
Location: ZZZZ.Airport, FO
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZZ
ATC / advisory: Center ZZZZ
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure
Primary problem: Procedure

Narrative: We were departing for [destination]; I [was] deadheading in first class. During pre-flight; I volunteered to do the walk around; reported to the cockpit that all was good; and suggested if anybody wanted to take a break I would relieve them for a while. First officer declined; but the captain said he would like to watch a movie; I said OK if that is all right. 2 1/2 hours into the flight I called the flight deck; I stood in the cockpit while first officer took a bathroom break. I informed the captain that the In Flight Entertainment system was INOP; and the flight attendants were not issuing tablets to first class. He said 'I will get them'. Right after that the captain left he called on the intercom and told me he needed the crash axe; I was pretty amazed; and I asked 'is this an emergency?' He said 'No; give me the crash axe'. I mentioned this to the first officer; he seemed amazed; I was kind of confused but I checked through the peephole for the cart in the aisle and I quickly handed the axe to the captain thru the door. I heard three loud bangs; and I said to the first officer in amazement; 'he is breaking the lock off of the cabinet!' The captain then called on the phone; to return the axe; I checked; and opened the door and retrieved the axe. After two hours; the captain called forward; and I returned to my first class seat; the tablets had been issued to the pax. We landed.Captain requested me to do so! I should stand up for myself and what policies and rules depict next time.




Synopsis: B757 First Officer reported the Captain used a crash axe to open a cabinet.
Date: 201910
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Citation Excel (C560XL)
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Exterior Pax/Crew Door
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Human-Machine Interface; Situational Awareness; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
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
Primary problem: Aircraft

Narrative: At cruise altitude of 38;000 ft. the master caution and cabin door light illuminated. Took out the emergency checklist; discussed the issue with the Captain. Performed the checklist in detail. Didn't [request priority handling] and elected to continue the 45 minutes to destination. On descent the cabin altitude creeped to 10;200 ft. and the master warning light illuminated with the red cabin altitude annunciations illuminated. The pilot flying acted as [if] a rapid depression was imminent and began increasing our descent rate and deployed the cabin oxygen masks for our passengers. I looked immediately to the pressure controller and noted the cabin altitude stable and about 10;200 ft. I toggled the manual control back to 9;500 ft. and the cabin altitude warning light extinguished. We secured and discontinued using oxygen [for] both pilot and passengers [and] continued to ZZZ and wrote up the system malfunctions.Two suggestions: 1; add a note to the checklist identifying the need to constantly monitor the cabin altitude and manually adjust accordingly so as to not inadvertently get a master warning and cabin altitude warning annunciator. And 2; perhaps a random check of the fleet to see if the passenger oxygen masks in fact deploy when activated by a cockpit crew member. [Also] upon deploying the passenger oxygen we noted the infant masks did not release and subsequently did not deploy. Also the masks in the lavatory section failed to drop.




Synopsis: A Citation Excel First Officer reported rising cabin altitude; master caution; and cabin door warnings which resulted in deploying oxygen. Some masks failed to deploy.
Date: 201408
Local time of day: 1201-1800
Location: EWR.Airport, NJ
Light: Daylight
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Operating under: Part 91
Flight plan: VFR
Flight phase: Cruise
Airspace: Class B LGA
ATC / advisory: Tower EWR
Reporter organization: Government
Reporter function: Other / Unknown
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Distraction; Situational Awareness; Troubleshooting
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Security
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Provided Assistance
Contributing factors: Human Factors; Airspace Structure; Aircraft; Procedure
Primary problem: Procedure

Narrative: I am writing this report under the 'See something say something' motto; well what I saw I found the need to say something.  Working the CBA position I saw that the sports TFR went into effect.  I tagged a violator about 10 miles south of the TFR tracking northbound along the Hudson River.  The target was 100' feet above the exclusion area.  The altitude was not verified.  I called LGA CBA position to alert them of the violator.  After numerous attempts to reach the subject aircraft; I tried on the Hudson River freq. (CTAF 123.05) however; I did not reach the aircraft who was heading right for the TFR at 1400' indicated.  I called LGA and handed off the violator to their CBA position. This aircraft was not intercepted; but simply handed off to another sector north of the LGA CBA position.  What is the point of having a TFR without any type of law enforcement aircraft to intercept a target of interest?  Was this a dry run?  Was this a test leading up to what could be a disaster?  Numerous co workers said I was over reacting.  We (NYC) are one of the biggest targets in the world.  A packed stadium and a terrorist dry run without any type of patrol is terrible.A circle on a radar map and a NOTAM issued means nothing if you are not going to patrol the TFR. It's obvious that some type of security risk is present because a TFR is issued for every sporting event. A security risk with no guard is like having the metal detectors at the airport with no TSA.




Synopsis: EWR Tower Controller complains about a VFR aircraft that is getting close to a MLB TFR.  His complaint is there is no security or an intercept aircraft to discover or track the violating aircraft.
Date: 201903
Local time of day: 0601-1200
Location: NYL.Airport, AZ
Flight conditions: VMC
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class D YUM
ATC / advisory: TRACON YUM
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Communication Breakdown; Situational Awareness
Second reporter function: First Officer; Pilot Not Flying
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Clearance
Contributing factors: Chart Or Publication; Human Factors
Primary problem: Chart Or Publication

Narrative: I was PF and we were filed direct BZA V66 WARTT.  Clearance was MOHAK 4.  He is very good at letting me know about the clearance.  However this time the FO did not bring to my attention a clearance different than the filed flight plan.  I failed to ask about our clearance or refer to the [Take Off and Landing Data] card.  We took off Runway 8 and I knew we couldn't just fly straight out due to R2301.  I made a turn around 1;000-1;500 feet AGL to a 030 degree heading (to intercept the 075 degree radial off of BZA -> to WARTT) while my First Officer was making initial contact with Departure Control.  They asked us our heading and we replied '030.'  Moments after that transmission we were cleared direct HOGGZ.  It depends on which chart Company as to what the proper procedure is for the MOHAK 4 departure off Runway 8.  According to charts + we should have been on a 050 degree heading to join the radial out to WARTT.  According to Jeppesen we should have gone direct to WARTT.Query co-pilot after obtaining the clearance to verify if it matches flight plan.  Compare FMS with both chart companies to get a 3rd opinion on the proper route to be flown.


Second narrative: We were descending into Yuma; AZ (NYL) and were expecting Runway 3L.  We saw the airport; advised ATC; and were cleared for the visual approach to Runway 35 approximately 15-20 miles out from landing.  Captain was PF and decided to make a pretty wide and high down wind approach since we were expecting 3L; but had to readjust for landing on 35. We flew south for a few moments (downwind) and were advised by ATC to not fly into Restricted Area 2301.  I advised that we were turning back toward the airport (west) and we descended and landed uneventfully.Ask if R2301 is active.  If we need to fly a wide downwind ask ATC if it would be OK to turn (wider than they probably were expecting) or ask how close in we need to keep the VFR pattern.


Synopsis: Air carrier flight crew reported charting problems associated with a departure off of Yuma.
Date: 201506
Local time of day: 1801-2400
Light: Night
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: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown; Fatigue
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Company Policy
Primary problem: Company Policy

Narrative: The flight attendants working this flight were called in last minute for an airport alert assignment. I and another crew member had only had just over 10 hours of crew rest before notification (less than 5 minutes over). We had worked trips earlier in the day or had not been prepared to work straight over night. While operating this flight and the next one; because we were assigned a turn; all 4 crew members were exhausted. We do not have fatigue in our contract; so we cannot use it for fear of losing our jobs. However; if we were not in fear of losing our jobs; we would have called out fatigue. The scheduling of this trip was legal; however; by the end of the assignment; we had been up for 27+ hours. This was not a safe operation. I notified crew scheduling that I did not feel safe operating this pairing; and they kept us working it. When we were released to crew rest around XA:00 the previous day; we could not have been expected to have slept during our crew rest. We were not called until around XJ:53. If we were to have an emergency situation; I do not feel we could have effectively completed any safety responsibilities.




Synopsis: The flight attendants were legal to operate the late assignment but felt that they were severely fatigued; which could have impacted their effectiveness if an emergency situation arose.
Date: 201911
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: A300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Returned To Gate; General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Turning onto taxiway X toward Rwy XXL; the jump seats called reporting that a can was loose and sliding side to side. We returned to gate to confirm that the HAZMAT can in 1R was not locked down and was sliding into 1R. Cause: rushing to complete loading and get a late flight blocked out and on the way. Suggestions: greater attention to detail by all parties involved in loading and inspection of the HAZMAT can.




Synopsis: A300-600 Captain reported being notified by jump-seater that a Hazmat can was not correctly secured sliding side to side during taxi.
Date: 201906
Local time of day: 0001-0600
Location: TEB.Airport, NJ
Flight conditions: VMC
Weather elements / visibility: Turbulence
Light: Night
Aircraft: Medium Transport
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E ZNY
ATC / advisory: TRACON PHL
Reporter organization: Personal
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Workload; Situational Awareness
Second reporter function: Captain; Pilot Flying
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance; Flight Crew Regained Aircraft Control
Contributing factors: Weather
Primary problem: Weather

Narrative: While in descent on the JAIKE3 arrival into TEB; we encountered extreme to severe turbulence 4 miles [south] of ILENE intersection; causing the airplane autopilot to disengage and subsequently result in a loss of altitude of 1;400 ft from 13;000 ft; stop at 11;600 ft. [Pilot not flying] immediately notified ATC of the event. Then ATC assigned new altitude of 11;000 ft until WACKY intersection to continue descend via the JAIKE3 arrival.


Second narrative: We were descending into TEB via the JAIKE arrival at 13;000 ft when we encountered severe turbulence due to thunderstorms in the area which caused the autopilot to disengage and we began to lose altitude. We regained control of the plane after losing approx 1;400 ft. We were then told by ATC to maintain 11;000 ft and continue our descent on the JAIKE. We experienced no further problems and the descent into TEB was normal. We heard nothing further from Philadelphia or New York ATC.


Synopsis: Medium Transport flight crew reported encountering severe turbulence resulting in altitude loss of approximately 1400 feet.
Date: 202103
Local time of day: 1201-1800
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Other Scouting for oil leaks
Flight phase: Cruise
Aircraft component: Carburetor
Component problem: Malfunctioning
Reporter organization: Personal
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Distraction; Human-Machine Interface
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft; Procedure
Primary problem: Procedure

Narrative: A pilot reported in proper shut down on the aircraft. Mechanics removed and replaced the carburetor on DATE. The job was approximately finished around XA:00 that day. Mechanic signed the paperwork for the carburetor. A cotter pin on the throttle cable was missed causing a loss in power resulting in an emergency landing on the road way.




Synopsis: Technician reported not installing a cotter pin on throttle control cable; causing a loss of power and an emergency landing on a roadway.