elihoole/asrs-aviation-reports huggingface dataset:
Date: 202005
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 20
Light: Daylight
Aircraft: Cessna 210 Centurion / Turbo Centurion 210C; 210D
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Final Approach
Aircraft component: Engine
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Flight Instructor
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Object; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Inflight Shutdown
Contributing factors: Aircraft; Weather
Primary problem: Aircraft

Narrative: I entered the VFR pattern. Turning short final with flaps 20 degrees 80 knots IAS I felt a bit high and made a slight power reduction. With that power reduction the motor quit.  I enriched the mixture but the motor would not restart. The winds were down the runway at about 20 knots and I became concerned that my glide path would impact a storage building so I turned to the right to avoid the structures; holding 80 knots IAS. I cleared the airports SW boundary fence by a few feet as the stall horn went off. Good touchdown but due to the maneuver to avoid the obstacles I now had a strong left crosswind component. I saw a steel pole ahead slightly to the right and applied full left rudder; aileron and brakes; but was unable to avoid the pole which impacted the right wing. The plane came to a stop and we secured and evacuated. The motor was running normal and very well enroute. I suspect the motor quit due to the high altitude and fuel/air mixture.




Synopsis: Cessna P210 pilot reported some damage resulted from an off-field landing following inflight engine failure.
Date: 201505
Local time of day: 1801-2400
Location: NCT.TRACON, CA
Flight conditions: VMC
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Flight plan: IFR
Flight phase: Descent
Airspace: Class B NCT
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: No Specific Anomaly Occurred All Types
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Chart Or Publication
Primary problem: Chart Or Publication

Narrative: While on arrival into SFO on the new SERFR 1 Arrival; I realized in the briefing that on the last portion of the arrival (EDDYY; SWELS; and MENLO); you are on the edge of the bottom of the Class B airspace. If the arrival is modified at all by ATC; it is possible to go below the altitudes if given a lower altitude. 230 knots seems fast at MENLO at 4;000 feet when 200 knots is required below 4;000. Why not make 200 knots the speed at the 3 last RNAV fixes. It would prepare the transition smoother to either an ILS or Tiptoe visual approach.




Synopsis: B757 Captain noted that the final portion of the SERFR1 Arrival at SFO has aircraft flying very close to the bottom of the Class B airspace and the 230 knot restriction at MENLO at 4;000 feet conflicts with the requirement to be at 200 knots below 4;000.
Date: 201207
Location: ZZZ.Airport, US
Light: Night
Aircraft: B757-200
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: Confusion; Fatigue
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Attendant
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Human Factors
Primary problem: Human Factors

Narrative: We were drafted to work an all night flight after working a day flight and were not properly rested for the long duty day. As a result safety was compromised. I do not remember/recall the following: 1) infant life vests were distributed 2) exit row verification 3) arming of doors 4) the First Officer's name 5) seat belt checks. We were extremely tired.




Synopsis: B757-200 Flight Attendant reported extreme fatigue following a reassignment to an all night flight following a daytime flight.
Date: 201303
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B717 (Formerly MD-95)
Operator: Air Carrier
Operating under: Part 91
Flight plan: IFR
Mission: Test Flight / Demonstration
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Check Pilot; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Training / Qualification
Second reporter function: Captain
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Right Engine Compressor Stall after takeoff while conducting a required Functional Check Flight (FCF) flight after a 12 year check and rudder change. The event occurred shortly after takeoff; and after initiating a normal left turn assigned by ATC. Level 2 alert ENG R COMP STALL accompanied by loud bang and yaw was noted by us. ATC then advised loud noise and smoke from right engine and cleared us to land on runway. Did not have any other indications and all alerts were extinguished after approximately 10 seconds. All checklists were complied with and using Captain's emergency authority; we expedited our return to the airport for a safe landing. The subsequent approach and landing were uneventful. This is a prime example of why FCF's should always be performed in day VMC conditions.


Second narrative: This report contains no additional information.


Synopsis: A B717 had an engine compressor stall on takeoff during a Function Check Flight so the flight returned to the departure airport with both engines operating.
Date: 201210
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Cloudy; Icing
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pneumatic Valve/Bleed Valve
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Training / Qualification; Distraction
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft; Procedure; Weather
Primary problem: Ambiguous

Narrative: On takeoff roll at 110 KIAS; MASTER CAUTION/AIR COND amber light illuminated.  Continued takeoff; accomplished After Takeoff Checklist and flew departure.  Noted that amber BLEED TRIP (number two; right side illuminated).  Accomplished BLEED TRIP checklist and BLEED TRIP reset (light extinguished).   Continued climb to destination discussing with First Officer further actions.  Contacted Maintenance Control for any further info.  This flight departure was delayed 3 hours to Maintenance replacing number two PRSOV after the previous flight came in with a BLEED TRIP light (number two) above FL 350 maintenance writeup.  Since we were flight planned at FL400 and left with slightly more fuel than minimum required for trip; I considered a lower altitude (FL330 or 320) to complete trip and wanted to make sure we had enough fuel for the lower altitude; consulting with Dispatch.  Climbing through FL180; the BLEED TRIP illuminated again.  I elected not to try another reset; referred again to the checklist which then required to shut off the associated air conditioning pack (right side).  The end of the checklist for that flow indicated 'Avoid icing conditions.'   About that time we entered a thick overcast at about FL240 with temperatures at negative 30 degrees.   Given the note; inflight conditions; lack of an air conditioning pack and limited fuel state; I elected to return to the departure airport.  Notified Operations and Dispatch I was returning to departure airport. A malfunction somewhere in the bleed system or sensing system; unknown by me at this writing.




Synopsis: A B737-700 number two engine bleed; which tripped on takeoff; was reset during climb but tripped again as the aircraft entered possible icing so the flight returned to the departure airport for the second BLEED trip maintenance of the day.
Date: 201712
Local time of day: 1801-2400
Location: ORD.Airport, IL
Weather elements / visibility: Icing
Light: Night
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp ORD
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Confusion
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Chart Or Publication; Human Factors
Primary problem: Chart Or Publication

Narrative: We had to de-ice; we ran the engine start checklist to the line; and then went into the pre-de-ice checklist; and that checklist leads to an engine start; so the normal engine start checklist below the line did not get read; we did however accomplish all of the items on the normal checklist. We were careful to complete the de-ice checklist and since the checklist lead you to an engine start; and a flight control check; the normal below the line checklist was missed. It is my opinion that if de-ice operations are necessary the de-ice flip cards should substitute the normal checklist after the originating checklist; from the engine start checklist to and below the line up to the before takeoff checklist. It would avoid confusion from jumping from one checklist to another.




Synopsis: EMB-175 Captain reported missing several checklist items because of confusion caused by the interface of de-ice and normal checklists.
Date: 201601
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Diverted; Flight Crew Landed As Precaution; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Climbing through FL220 my ears started popping abnormally; notice cabin rate abnormal fluctuations. Request ATC to immediately level off. Ran appropriate Aircraft Operating Manual (AOM) 1 Emergency/Abnormal Air procedures for a possible pressurization system failure. Unable to stabilize pressurization system per the procedure. We requested to divert and Crash/Fire/Rescue (CFR) to meet us. ATC asked for fuel on board and souls; provide the information to ATC. Advise dispatch through ACARS of [situation] and diversion. Advise our FA of [situation] and diversion to prepare cabin for immediate landing. Also; we planned AOM 1 procedure for overweight landing and flaps 45. Upon arrival at gate we asked CFR to make sure everyone was okay as precautionary. Deplaned passengers. Wrote two entry in the Aircraft Maintenance Log (AML) one for pressurization system and overweight landing was normal. Then contacted Dispatcher and Maintenance.


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


Synopsis: EMB145 flight crew experienced fluctuating cabin pressure and elected to descend and divert to the nearest suitable airport.
Date: 201206
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: Marginal
Weather elements / visibility: Thunderstorm
Light: Dawn
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Airspeed Indicator
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Rejected Takeoff; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: No airspeed indication on the Captain's PFD on takeoff roll. Aborted takeoff at 80 KTS. Failure of onboard aircraft systems to provide airspeed info.




Synopsis: A320 Captain experiences a loss of airspeed indication and rejects the takeoff at 80 knots.
Date: 201304
Local time of day: 0601-1200
Location: IAD.Airport, DC
Flight conditions: VMC
Light: Daylight
Aircraft: Cessna Citation Sovereign (C680)
Operator: Fractional
Operating under: Part 135
Flight plan: IFR
Flight phase: Initial Approach
ATC / advisory: Tower IAD
Aircraft component: FMS/FMC
Component problem: Failed
Reporter organization: Fractional
Reporter function: Captain; Pilot Not Flying
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While in cruise flight we noticed the #2 MCDU start to flicker and go blank.  Shortly after that occurred we noticed a electrical burning odor.  We coordinated with Dispatch and decided to Divert to ZZZ; but changed our minds and decided IAD would be closer with good VFR weather.  We were set up to go to 19C but got approval for 19L since we were going to [the FBO].  While cleared for the visual to 19L we over shot the center line.  ATC reconfirmed that we were cleared the visual to 19L.  We quickly made a correction to get back on the center line to 19L.  Tower made no indication that this was a reportable event.  Crew saturation.  Many changes over a short period of time.


Second narrative: No additional information provided.


Synopsis: CE680 flight crew experiences an MCDU failure in cruise flight and elects to divert for maintenance.  Shortly after the failure an electrical burning odor is detected and the crew elects to divert to a closer airport.  A very busy descent and approach results in an overshoot while attempting to intercept the localizer.  A normal landing ensues.
Date: 201302
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Cessna 340/340A
Flight plan: IFR
Flight phase: Initial Climb
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Government
Reporter function: Flight Data / Clearance Delivery
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Separated Traffic
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Working Clearance Delivery I read a clearance to ZZZ. Looking at the strip numerous times thinking I missed something I reluctantly passed it left to the Ground Controller. The clearance I read was issued with a SID. The performance of the aircraft was lower than I realized and the pilot should have received a right turn to a heading of 220. It was realized by the Local Controller once the plane was cleared for takeoff. The plane departing in front of the twin Cessna was also IFR and on a 220 heading so they reacted quickly and got a heading of 190 to keep the diverging courses. With the 220 heading the initial altitude is 2;000 feet [and] on the departure its 5;000 feet. The Departure Controller fixed this when the plane came over to his frequency. This situation started at the very first Controller; (myself); and was missed by the line of controllers that worked him out of our airport and airspace. It is a perfect example of 'the swiss cheese' effect. The only recommendation I can see helping this situation is making departure procedures strictly for a jet and/or twin engine aircraft and so on.




Synopsis: Tower Clearance Delivery Controller described an incorrect departure routing assignment that was finally discovered and corrected by the Departure Controller; noting this was a perfect 'swiss cheese' example.
Date: 202201
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: Landing
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Elevator ControlSystem
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Overcame Equipment Problem; Flight Crew Regained Aircraft Control; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Taking off from ZZZ the aircraft was nose heavy for rotation / liftoff requiring additional aft yoke force. At the time; this was attributed to an inaccurate takeoff trim setting. When landing in ZZZ1; RNAV (RNP) RWY XX; at approximately 20-30 feet a pitch control input to initiate the landing flare was initiated. There was no pitch response to the initial aft yoke control input. The aft force was immediately increased to an estimated 2-3 times the initial force. Aircraft pitch suddenly increased as commanded. The aircraft ballooned slightly and was landed without incident. During taxi to the gate; the flight controls were checked by moving the yoke forward and aft to the limits of movement. The control forces felt excessive and not completely free. A logbook entry was made; Maintenance was called; and ZZZ1 station ops manager was informed.




Synopsis: Captain reported excessive yoke force was required to control aircraft pitch on takeoff. During landing at destination airport; the same condition was noted and the Captain made a log book entry and turned the aircraft over to maintenance.
Date: 202104
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Training / Qualification; Situational Awareness; Communication Breakdown; Physiological - Other
Second reporter function: Pilot Not Flying; Captain
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: Departing on the ZZZZZX departure coming through 10;000 feet we accelerated.  When we were handed off to Center from previous Controller we were advised 'Normal speed' and realized we had not maintained 250 knots; but had accelerated to 280 knots. ATC made no other comment.The Captain had been on an LOA for 6 months plus 3 months re-qualification training delay; I had been off for 3 weeks because of COVID-19 vaccination sequence removal; with other family issues at home.  The flight was an early morning departure with early commute (drive).Suggestion - More personal detail to SOP on SIDS and programming of FMS.


Second narrative: On climb from 10;000 feet to Flight Level; accelerated over 250 knots climb restriction. Was given ' normal speed' by Center Control after handoff. Looked at the airspeed and it was 280 knots.My first (after Re-qualification and OE) flight sequence back from 9 month leave. The First Officer was back from a 3 week absence himself. I even thought about it prior to takeoff; and noticed a 250 knot restriction was not programmed in the FMS; but assumed he would control the speed manually. I did not voice my thoughts; but should have. I became fixed on other issues; getting off the gate smoothly; taxing safely; ensuring the performances numbers were correct. Remembering and doing the after takeoff flows; check lists. All things that were once second nature; but distracted me due to the long absence from flying.Simply stating to my co-pilot that I haven't flown in 9 months isn't enough. I needed to be on my game; and not let a simple speed restriction escape me. My own technique is to program the airspeed in VNAV so such a mistake is less likely. Every pilot has their own techniques; but I should have voiced mine; so at least the issue would have been addressed and in our minds.


Synopsis: Air Carrier flight crew reported a speed deviation occurred during the SID procedure and stated that a prolonged period of time off for both pilots was the main cause.