elihoole/asrs-aviation-reports huggingface dataset:
Date: 202112
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Weather elements / visibility: 10
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Climb; Cruise; Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Elevator Trim System
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Other Glider
Human factors: Troubleshooting; Distraction; Fatigue; Workload
Anomaly: Aircraft Equipment Problem Critical
Result: Flight Crew Landed in Emergency Condition; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Departed ZZZ with light winds and clear skies. I had performed autopilot test as part of checklist and it was nominal. Reset trims to neutral. Applied sidestick pressure to disconnect servo but no luck. Continued and completed preflight. Upon departure; the nose pitched down in reaction to the low nose down trim settings. No manual trim control wheel in the aircraft. Recycled the red trim disconnect button; nothing. Recycled both autopilot disconnect switches; no help. Pulled elevator trim breaker and reset; nothing. Hat switch continued to be unusable. Slowed the plane as slow as practical. Hand flew the airplane with maximum trim down attitude. [Advised ATC] to ZZZ1 and landed Rwy XX; no assistance required. My arms were close to exhaustion limit from pulling sidestick aft and trying to initiate power and flap changes. I don't think I could have lasted another ten minutes. I will be examining the trim circuit; including all switches. Once issue is identified; will repair or replace parts as needed.




Synopsis: Single engine small aircraft pilot reported a trim and auto pilot malfunction.
Date: 202008
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Hydraulic System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft; Company Policy; Human Factors; Manuals
Primary problem: Aircraft

Narrative: During my Captain preflight checks; I turned OFF the A System Hydraulic pumps and turned ON the B System Hydraulic pumps. I then checked the system pressure and it indicated 2780 psi on the B System side. That seemed low to me; so we referenced the B737NG AOM Preflight section. The AOM stated; 'Verify pressure and quantity;' but no minimum pressure. We then referenced the FRM (Fault Reporting Manual) B737-700/-800 and it indicated; 'Normal pressure - 3000 psi.' We decided to call MDW Maintenance to have someone come out to the aircraft to verify if this was considered 'normal' pressure. I wrote up the discrepancy in the Maintenance logbook as the 'B System Electric Hydraulic pump indicates only 2780 psi.' [Maintenance] came to the aircraft and could not find a minimum pressure in his manual; so; he called [Maintenance Control] to verify and get a reference for sign-off. After a few minutes [Maintenance] came back to the aircraft and told me [Maintenance Control] relayed to him the minimum hydraulic pressure for the Electric Hydraulic pumps is 2800-3000 psi. Our B System was still indicating between 2750-2780 psi. [Maintenance] then asked if I would be willing to change my logbook writeup to read 2800 psi. I declined. During the maintenance troubleshooting; they discovered the Brake Accumulator pressure was also in the red and indicated almost the exact same pressure. Ultimately; the [Maintenance Control] decided to take the aircraft out of service and we were given a new aircraft. I believe a minimum Hydraulic Pressure for the applicable AOM preflight section should be included. 'Normal pressure - 3000 psi' can be misleading and inadequate. Additionally; being asked by a maintenance technician to falsify an aircraft logbook write-up is a safety issue and a systemic problem here at [the company].




Synopsis: B737 Captain reported hydraulic system fault during preflight.
Date: 201407
Local time of day: 0001-0600
Location: HCF.TRACON, HI
Light: Night
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A HCF
ATC / advisory: TRACON HCF
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Troubleshooting
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance
Contributing factors: ATC Equipment / Nav Facility / Buildings; Procedure
Primary problem: Procedure

Narrative: Prior to XA05 Zulu; The R-Side gave Aircraft X a squawk and started a 'preserved track;' which is a new procedure at Sector R7. This procedure is very time consuming; and it increases the work load at an already busy sector. Aircraft X was scheduled to cross FAPIS at XA05. At time XA10; I noticed that Aircraft X had still not tagged up yet. The R-Side asked Aircraft X his position; and I believe he said that he was approximately 60 miles from FITES. At this point; Aircraft X should have tagged up. The preserved track was still frozen outside of FAPIS; which is our new procedure. We did finally see a target; but it did not automatically tag up; and the preserved track stayed outside of FAPIS. And; yes; the code was correct. Preserved track did not work; and R-side had to manually track start the aircraft.Preserved track did not work; and if it does not work; please do not require us to keep using it. It creates extra workload at an already busy sector. Sector R7 should just have its airspace re-configured. It's too busy to work four different frequencies with all that busy traffic. Controllers almost had a mid-air at this sector; please; please; please; figure out a better procedure than adding extra workload. Re-configure the sector. Split the sector by frequencies. 126.6 is one sector; and 127.6 should be a second sector. Please; I don't want another near-miss in this airspace. And; yes; you have my permission to share this report and any other reports that I have written.




Synopsis: HCF Controller describes a new procedure that is timely to use and doesn't work correctly in the sector.
Date: 201601
Local time of day: 1201-1800
Flight conditions: VMC
Weather elements / visibility: Clear; 10
Light: Dusk
Aircraft: PA-23 Apache/Geronimo Apache
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
Aircraft component: Main Gear
Component problem: Failed
Reporter organization: FBO
Reporter function: Pilot Flying; Trainee
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Other / Unknown
Anomaly: Ground Excursion Runway; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
Result: Aircraft Aircraft Damaged
Contributing factors: Aircraft; Human Factors
Primary problem: Ambiguous

Narrative: Landed on the runway a little hard and had a slight bounce. After bounce we maintained centerline for a few seconds and felt like the right strut collapsed.  The aircraft started to list to the right and off the runway.  Had full left rudder applied with no effect on aircraft movement.  The aircraft went off the runway and into the grass when I heard the prop strike on the right engine.  We immediately secured both engines and shut down power to the aircraft.  After egress we saw that the right gear had collapsed.  Due to the prop strike at the end of the landing roll out; I suspect that the gear collapsed when we went off the runway into the grass.  The ground was soft at the time and suspect that the gear getting caught in the grass caused the gear to fold back.  The gear retracts forward into the nacelle with a normal gear retraction.  I estimate that we were going about 15-20 MPH when we went off the runway.  Runway Length is under 2;700 feet by 36 feet.  It was a short field approach to land.Environment: VMC; and Dusk.  Pilot is night current.Human Factors:  Reduction of power causing a high sink rate while crossing the numbers during landing. Factors affecting Human Performance:  Stress and Fatigue due to impending check ride for multi add on rating.




Synopsis: A PA23 pilot receiving instruction reported a right gear collapse after a firm landing with a slight bounce. The aircraft became uncontrollable and went off the right side of the runway.
Date: 201312
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: Gulfstream IV / G350 / G450
Flight plan: IFR
Flight phase: Initial Climb
ATC / advisory: Tower ZZZ
Second aircraft: Helicopter
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Anomaly: ATC Issue All Types
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Procedure; Human Factors
Primary problem: Procedure

Narrative: I cleared the Gulfstream IV for takeoff Runway XXL and then observed him passing approximately 200 below a helicopter crossing both runways at midfield. This procedure was not coordinated with me. The position where Local 1 is required to work during certain operations almost completely obscures the view of these subject crossings approaching from the west. Nearly all helicopter procedures for the west side of the airport fly to midfield at some point during the procedure. This makes it nearly impossible to decipher if a helicopter on the RADAR is a on the established procedure or not. Recommendation; these subject crossings be coordinated on the landline for Runway XX operations only. Helicopter control is currently taught that giving a traffic call about landing traffic is optional. This call should be mandatory for both landing and departing traffic. Local Control is taught not to call traffic about helicopters crossing in most situations. Local should give the traffic to landing and departing traffic.




Synopsis: Tower Local Controller described a helicopter/fixed wing conflict event as a helicopter crossed the runways; the reporter suggested increased and more specific internal coordination be mandated for these types of operations.
Date: 202010
Local time of day: 0601-1200
Location: CVG.Airport, KY
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Super King Air 200
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B CVG
ATC / advisory: Tower CVG
Second aircraft: B737 Undifferentiated or Other Model
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Procedure; Human Factors; Environment - Non Weather Related
Primary problem: Procedure

Narrative: My pre-departure clearance was the Bluegrass 4 SID; Lexington transition. I received a 'line up and wait' instruction; shortly followed by a takeoff instruction for runway 27. My concern was that these instructions were given very soon after the departure of a Boeing 737; and I was worried about wake turbulence; especially in light of the young passengers in the cabin. After liftoff; I initiated an expedited climb; followed by a turn to the southwest in an attempt to sidestep the flight path of the Boeing ahead of me. Covington tower handed me off to Cincinnati Approach; who then cleared me to the Kenlan intersection; which was the next waypoint on the departure. After receiving that clearance; the Departure Controller queried us as to the turn that we made on departure; and I explained that we were attempting to avoid wake turbulence. I heard no further word on the matter.Looking back; I never should have accepted the takeoff clearance that quickly after the departure of the Boeing. I'm sure that the Controller was following procedure; but I was not comfortable with the situation. I should have either rejected the takeoff clearance; or asked for an immediate turn to the southwest in order to avoid the 737's flight path.




Synopsis: King Air pilot reported a track deviation resulted when he turned to avoid possible wake turbulence from the previous departure; a B737.
Date: 202108
Local time of day: 0601-1200
Location: ZFW.ARTCC, TX
Flight conditions: VMC
Weather elements / visibility: Wind
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZFW
ATC / advisory: Center ZFW
Aircraft component: GPS & Other Satellite Navigation
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Result: Air Traffic Control Issued Advisory / Alert
Contributing factors: ATC Equipment / Nav Facility / Buildings; Aircraft
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: ATC notified us when we checked in; that GPS jamming was taking place. we received an ATC fail; and eventually GPS caution.  We lost both the left and right GPS.  They never came back; until we were on the ground and Maintenance reset the circuit breakers. I've seen GPS jamming before; but I've never seen that the GPS; and transponder didn't come back.




Synopsis: Air carrier Captain reported GPS jamming as probable cause of GPS navigation and transponder failure; instead of temporary interference.
Date: 201305
Local time of day: 0001-0600
Location: ZZZ.TRACON, US
Aircraft: A300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Autothrottle/Speed Control
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Aircraft Equipment Problem Dissipated; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Airspeed on final was locked in at 250 knots; could not move the speed/mach control knob from 250 preselected to 170 and aircraft never slowed after Alt* or glide slope * [altitude or glideslope capture].  Decided to do a left 360 east of the runway and tried to slow manually.  Speed control came back after about 3 minutes; normal operations and landing followed.




Synopsis: A300 Captain reports inability to control airspeed/thrust via MCP during approach.  Vectors off the approach course are requested and after several minutes MCP operation returns to normal.
Date: 202111
Local time of day: 1801-2400
Location: ZZZZ.ARTCC, FO
Flight conditions: VMC
Aircraft: Learjet 35
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZZ
Aircraft component: Autopilot
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion; Distraction; Situational Awareness; Time Pressure; Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution; Flight Crew Overrode Automation
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At FL380; the autopilot began an uncommanded roll to the right while autopilot engaged in NAV mode. I used the correct input to level the wings and disconnected the A/P. Then I reengaged the A/P and noticed the yoke would jerk and I needed to maintain pressure to keep the wings level. The FD was displaying a left bank continuously while both NAV; CDI; and heading bug were centered. The autopilot had the following lights illuminated: heading; NAV; level; REV simultaneously. altitude hold was functioning so I kept the A/P engaged while informing ATC RVSM unable. They did allow to continue the fight at FL380. Upon reaching ZZZ airspace we asked to descend to land in ZZZ.  When trying to disengage the A/P. It would not function with the MSW. I pulled the roll C/B on the captain side and the ailerons did not relieve the right turning tendency. Landed in ZZZ as a precaution in order to swap planes.




Synopsis: Learjet 35 Captain reported a loss of flight control during cruise flight when the aircraft began an un-commanded roll with the flight director and CDIs in disagreement. Control was regained after the autopilot was disconnected.
Date: 201205
Local time of day: 1801-2400
Location: ZFW.ARTCC, TX
Aircraft: MD-80 Series (DC-9-80) Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class E ZFW
ATC / advisory: Center ZFW
Second aircraft: Fighting Falcon F16
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Altitude Excursion From Assigned Altitude
Detector: Automation Aircraft RA
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Procedure
Primary problem: Procedure

Narrative: An MD80 inbound to DFW on the JEN9 arrival [was] cleared direct ISABL Intersection to clear other traffic in high altitude and to give a short cut. [The MD80 was] cleared to cross ISABL at 11;000 per letter of agreement. [There was also] a flight of 4/F16s proceeding direct to Brownwood MOA. I called traffic to the MD80 at 25 miles. I called traffic again at 10 miles. I was not talking to the F16s until they were just a few miles apart. The MD80 said he was having a TCAS alert. I then saw the F16s climb above the MD80 and thought the traffic had cleared but I was unaware of the fourth F16 lagging about 12 miles behind and called this second traffic. The MD80 said he was climbing due to a TCAS alert. I only rogered the TCAS alerts. I coordinated with DFW Approach about the last TCAS and told the CIC who reported to the AMIC. This type of incident as happened many times. Military aircraft will depart VFR and fly straight to the Brownwood MOA head-on with DFW terminal arrivals. We need to come up with a procedure to get the military aircraft to the Brownwood MOA without being head-on with all of the DFW terminal arrivals. Maybe the traffic can depart out over the MQP VORTAC which is the departure gate. The last aircraft so far from the first aircraft caused another problem. I thought maybe I should have turned the MD80 to the right but I was not talking to the F16s and did not know which way all 4 F16s were going. If we leave the DFW arrivals on the JEN9 arrival then the incident just happens further west.  The next time I will request early communications from DFW Approach and give a hard turn to the right on the inbound traffic to hopefully miss all of the F16s that are not joined up.




Synopsis: ZFW Controller reported military departures routinely climb VFR opposite direction to DFW arrivals creating conflict.
Date: 202201
Local time of day: 0601-1200
Location: ZZZ.Tower, US
Flight conditions: VMC
Light: Daylight
Aircraft: Small Transport
Operator: Air Carrier
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Reciprocating Engine Assembly
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Troubleshooting
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Departure Airport; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Landed in Emergency Condition; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Departing Runway XXR; after rotation the left engine was surging 85% to 103%; while the right engine was surging from 90% to 103%; causing a yawing moment. We elected to return for landing.


Second narrative: Departing Runway XXR after rotation left engine was surging 85-103%; on the right engine 90-103%; causing a yawing moment. We elected to return for landing.


Synopsis: Flight Crew reported both engines began to surge on take off and elected to perform an air turn back and precautionary landing at departure airport.