elihoole/asrs-aviation-reports huggingface dataset:
Date: 202003
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Dusk
Aircraft: PC-12
Operator: Air Taxi
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Fuel Booster Pump
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Commercial
Human factors: Troubleshooting
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Fuel Issue
Detector: Automation Aircraft Other Automation
When detected: In-flight
Result: Flight Crew Diverted; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While conducting a FAR 91 reposition flight from ZZZZ to ZZZ; we were cleared to maintain a cruising altitude of Flight Level 260. Approximately three hours into our cruise; the Central Advisory and Warning System (CAWS) triggered a master caution and the LH FUEL PUMP and RH FUEL PUMP green indicator lights illuminated. About 10 seconds later they extinguished; only for another master caution to sound and the same lights to return; indicating a low fuel pressure situation. We ran the emergency procedure checklist for low fuel pressure. After completing the low fuel pressure checklist; we were unable to rectify the low fuel pressure condition and [advised] ZZZ Center. Per the low fuel pressure checklist; we diverted to the nearest suitable airfield. ZZZZ1 was the nearest suitable airfield. Center informed us that all nearby airports; including ZZZZ1; were closed at sunset and personnel were being contacted by ZZZZ Approach to turn the lights on at ZZZZ1. We conducted the RNAV RWY XX Approach to a visual landing at ZZZZ1 and parked the aircraft without further incident. The aircraft was then grounded. Lack of guidance in emergency checklist on time frame for both rate of descent to warmer air; as well as restoring boost pump switches to AUTO after descent to warmer air.


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


Synopsis: Air taxi flight crew reported that they got a fuel pump warning followed by a low fuel pressure warning and were able to divert without further incident.
Date: 202012
Local time of day: 1801-2400
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Confusion
Anomaly: ATC Issue All Types; Ground Incursion Taxiway
Result: Flight Crew Became Reoriented
Contributing factors: Airport; Human Factors
Primary problem: Airport

Narrative: On taxi out of parking; contacted Ground for taxi clearance. Was given instructions to taxi [Taxiway] A; B1; Z; S2 for Runway 10L. On Taxiway Zulu; Ground asked us about the B1 signage. We told him that we saw the [Taxiway] B1 sign and proceeded B1 to [Taxiway] Zulu. After talking with Ground; we looked at the Jepps (Jeppesen) 10-9 taxi page and saw that after [Taxiway] A; the Taxiway B1 turns left to the northwest (approx. a 45 degree angle/ jog) to join [Taxiway] Zulu; where as we turned slightly to the left proceeding north to join [Taxiway] Zulu. The [Taxiway] B1 sign on Taxiway Alpha did not show any kind of directional arrow of the Taxiway B1 like many other airports that have similar offset taxiways. Talking with Ground Control; I am led to believe that we were not the only aircraft to make such a mistake on this given day as Runway 10L/R is not our normal runways for departure and taxi out is different that normal. My recommendation is to change the [Taxiway] B1 sign to add the directional arrow to show turn or to rename the 2nd half of the angle/jog of Taxiway B1 to emphasize the direction of taxi that Ground wants us to take.




Synopsis: Air Carrier Captain reported turning the wrong way to join a taxiway and cited confusing signage as a contributing factor.
Date: 201602
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: IMC
Light: Daylight
Aircraft: McDonnell Douglas Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Landing
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Autoland
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC Overrode Automation
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was pilot monitoring on a CAT III. At about 25 feet the aircraft pitched up and Captain disconnected the autopilot and made a manual landing.


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


Synopsis: Autoland malfunctioned just before touchdown during an autoland in CAT III conditions.
Date: 201807
Location: MWH.TRACON, WA
Aircraft: Helicopter
Operating under: Part 91
Flight plan: IFR
Flight phase: Initial Approach
Airspace: Class D MWH
ATC / advisory: TRACON MWH
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Aircraft X was doing multiple IFR approaches at MWH. After completion of their first approach; they were given alternate missed approach instructions of 'turn right heading 100; climb and maintain 3000.' The helicopter came off of the airport on a heading of 100; climbing to 3000; and was radar identified. Once the aircraft reached the downwind area; I issued a right turn heading 140 to enter the downwind. The helicopter was climbing much slower than I was accustomed to and was only at 2700MSL when they were issued the turn; the MVA (Minimum Vectoring Altitude) in this area is 3000MSL. By the time I had noticed this; they had already climbed to the MVA. The aircraft continued on the approach without incident. I issued the turn based on an expectation bias. Every other aircraft I have ever worked has been at the MVA prior to the downwind turn. There are no airspace or procedures that need to be changed.




Synopsis: MWH Controller reported a helicopter was vectored into a higher Minimum Vectoring Altitude while still climbing.
Date: 201504
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Windshear
Light: Daylight
Aircraft: Amateur/Home Built/Experimental
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Final Approach
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Exterior Pax/Crew Door
Component problem: Design; Failed
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Distraction; Situational Awareness; Time Pressure; Troubleshooting; Workload; Communication Breakdown
Anomaly: Aircraft Equipment Problem Critical; Deviation - Track / Heading All Types; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Took Evasive Action; Flight Crew Landed in Emergency Condition; Flight Crew Executed Go Around / Missed Approach; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During an otherwise ordinary approach procedure; portions of both doors departed the aircraft. Due to the orientation of the door fragment on my side; my headset departed my head. The pilot in the right seat attempted to return them to my head but I could not hear over the wind noise and shortly thereafter they departed my head again. I was also unable to communicate with the pilot in the right seat due to the noise generated by the remaining fragment of the door.  Although the aircraft can be flown without doors I was unsure the impact of the partial door on flight characteristics and with the inability to maintain communication; I decided to land on the nearest suitable runway surface. I felt the right seat pilot tugging at the controls and interpreted his tugs to cancel my approach and enter left traffic for runway XX; which I then did and performed a short approach.

Callback: The Reporter stated that the flight conditions prior to the event were high enroute headwinds and a very warm temperature. He stated he is not an aerodynamic expert but strongly suspects that negative pressure on the door pulled the door away from the airframe. Because it latches only the door bottom; the conditions created enough outward movement and stress that one of the two doors opened; followed immediately by the opposite door opening. The events were nearly simultaneous so he could not tell which door latch failed first. The left door detached partially; the right door separated completely. The Reporter is working on an additional latch for the door fronts with the goal of keeping the doors next to the airframe and counter the negative pressure. Because this aircraft is a homebuilt experimental; no FAA certification is needed.



Synopsis: Both Zenith CH750 doors departed the aircraft while the aircraft was on a VFR downwind.
Date: 202102
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: Q400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb; Takeoff / Launch
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Toilet Smoke; Overheat; Fire Detectors & Warning
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Workload; Time Pressure
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Inflight Event / Encounter Other / Unknown
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Aircraft Equipment Problem Dissipated; Flight Crew Landed As Precaution; Flight Crew Landed in Emergency Condition; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Departure Airport; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: My Captain and I were ferrying an aircraft from ZZZ-ZZZ1. We were taking off Runway XX and after takeoff our lavatory smoke detector alarm started beeping. After direction from the Captain we [advised ATC] and made the decision to return to ZZZ. We requested direct ZZZ to hold and set up for our return. As we were entering the hold the alarm had stopped; we decided to still return to ZZZ as it was the safest decision and we could not verify that there was no fire. As we were holding we set the aircraft up to return; calling Company and following procedures for our return. After we finished setting ourselves up and getting ready we ran the checklists that we needed to; we requested vectors for to return to ZZZ and requested an ILS. We returned to ZZZ without any further issue and had fire trucks meet us on the runway to verify that there was no fire. After we verified there was no fire we taxied back to the ramp and shut down the aircraft. Lavatory fires or indications are handled by flight attendants; we did not have any on board so we treated this like a regular fire and returned to field in a safe and efficient manner.The Captain's workload was extremely busy; my recommendation/lesson learned is to help the Captain out sooner in any way possible including helping by offering to take flight controls and lessen the Captains workload. Another recommendation is having a procedure for pilots in the event of [lavatory] fire for pilots when no flight attendants are on board.




Synopsis: Q400 First Officer reported the Lavatory Smoke alarm activated after takeoff resulting in a return to the departure airport.
Date: 201606
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Beechjet 400
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Reverser Position Indication
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Workload
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
Result: Flight Crew Diverted; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Landed As Precaution; Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was climbing through 31;000 feet and heard a click and then observed the right hand thrust reverser deploy light illuminate. I immediately pressed the right hand thrust reverser emergency stow button and called for the QRH checklist. No adverse flight characteristics were felt; however based on the nature of what was being presented; we diverted without further incident. Maintenance deferred the thrust reverser and pinned it according to the MEL procedure.




Synopsis: A BE400 pilot reported the right engine thrust reverser light illuminated in flight; so the QRH was complete and the flight diverted to nearby airport where maintenance deactivated per the MEL.
Date: 201809
Local time of day: 1201-1800
Location: PAO.Airport, CA
Flight conditions: Mixed
Weather elements / visibility: 7
Light: Daylight
Aircraft: Cessna 152
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Landing
Airspace: Class D PAO
ATC / advisory: Tower PAO
Second aircraft: Cessna Aircraft Undifferentiated or Other Model
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Student
Human factors: Confusion; Training / Qualification; Situational Awareness; Distraction
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Result: Flight Crew Took Evasive Action; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was originally number 2 to land on Runway 31 following another Cessna in the front. On the right downwind; I was instructed by the Tower to resequence to number 3 following a Diamond Star on the left downwind (just abeam the Tower). I responded that I had the traffic in sight; however; it was the Cessna in front of me; not the Diamond on the left down wind. I beamed the Cessna on final; and turned onto right base. Then; I saw the Diamond Star that was on its left base. Realizing that I made a mistake about the plane that I was supposed to follow (Diamond Star not Cessna); I immediately turned left; following a 270 turn to final. In order to keep more distance with the Diamond Star ahead of me; I then did an S-turn; during which the Tower said 'S-turn approved'. There was still not sufficient separation between me and the Diamond Star in the end. I then was instructed by the Tower to go-around. It was unclear if the Tower or the Diamond Star noticed this near miss incident.




Synopsis: Cessna 152 student pilot reported misidentifying traffic to follow and created a near mid air collision situation with other traffic in the pattern.
Date: 201405
Local time of day: 1201-1800
Location: P50.TRACON, AZ
Weather elements / visibility: Haze / Smoke
Aircraft: Bonanza 35
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class E P50
ATC / advisory: TRACON P50
Aircraft component: Reciprocating Engine Assembly
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Ground Excursion Runway; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: I was told to intercept the 038 radial and passed through it. Was told fly direct to IWA VOR and then given vectors. On a short final [we] lost power to engine and touched down short of the runway and rolled out on the runway. I was unable to make it to a taxiway shutting down the runway for 5 to 10 minutes until I was able to start the engine and taxi to the ramp. No damage was done to the plane or runway. Due to the heavy work load of Class B airspace I ran a fuel tank dry on final and was too close to the ground to switch tanks.




Synopsis: BE35 pilot experiences engine failure on short final due to fuel starvation. Too low to switch tanks; the approach is continued to a landing short of the runway with roll out on the runway. No damage or injuries are reported.
Date: 201908
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: DC-10 30
Operator: Air Carrier
Operating under: Part 121
Mission: Cargo / Freight / Delivery
Flight phase: Parked
Aircraft component: Main Gear Wheel
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Technician
Human factors: Time Pressure; Workload
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Maintenance
When detected: Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was assigned to change the #10 tire on Aircraft X; we removed the old tire and preceded to install the new one; got it installed but noticed the wheel wasn't in all the way so we pulled the wheel back off and found old inner bearing still on the axle; I tried to remove it but the bearing would not move; finally outer casing came off with the rollers but the race stayed on the axle. It was end of my shift so I short signed the work and turned it in to night shift. To my understanding; aircraft never left ZZZ until it was fixed.




Synopsis: Maintenance Technician reported a fused bearing while changing a tire on MD10-30 Center Gear.
Date: 202008
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Cessna Stationair/Turbo Stationair 6
Operator: Personal
Operating under: Part 91
Mission: Personal
Flight phase: Taxi
Aircraft component: Wing Attachment
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Captain; Single Pilot
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Strike - Aircraft; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: Taxi
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: While taxing a seaplane to the ramp; the left float started dragging; while trying to make a right turn needed full rudder; left float sunk and plane overturned.




Synopsis: C-206 Seaplane Pilot reported left float sunk during water taxi resulting in plane overturning.
Date: 201307
Aircraft: B747-400
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Galley Furnishing
Reporter organization: Air Carrier
Reporter function: Flight Attendant In Charge
Reporter qualification: Flight Attendant Current
Human factors: Situational Awareness; Communication Breakdown; Confusion
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Attendant
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Equipment / Tooling; Human Factors; Procedure
Primary problem: Equipment / Tooling

Narrative: FAR violation: Full meal carts left unattended without being on [floor] tie-down. Reason for this was that there were NO tie-downs on aircraft. I have never seen any of our B747s without tie-downs; so am assuming they are being removed. As per service standards in [our] Flight Attendant Manual; when cabin is full [of passengers] (it was); procedure is for Aft Purser to park two meal carts at door 5-Left (5L) and 5-Right (5R) on the tie-downs so that aisle flight attendants can serve last section of cabin. This is exactly how service standards required to do it and also the only way to accomplish service; as beverage carts have already passed the galley by the time aisle flight attendant runs out of next to last meal cart. Aisle flight attendant cannot get past beverage cart safely; so [instead]; picks up last meal cart in aft most section; usually parked on tie down. However tie-down was not present. Aft Purser had to park carts there anyway as there is no other way to accomplish service on a full [passenger] load. This is an unsafe practice that could've resulted in passenger or flight attendant injury had there been turbulence. I have no idea why tie-down was not present--I have never seen a B747 without them installed at Doors 5L/5R. I hope they are not being removed as this will most likely lead to injuries though none occurred on this flight. I will be asking supervisors if there is a program to remove tie-downs.

Callback: Reporter stated approximately ten meal carts are used when the main cabin has a full passenger load. Tie-downs are recessed into the cabin floor and will pop-up above the floor carpet in order to secure the carts during the meal service. But the tie-downs were not available at doors 5L/5R and no cutouts were visible in the floor carpet where the tie-downs should have been. Although the carts were left unattended for only ten minutes; there were concerns for passenger safety and for each other as flight attendants if the aircraft should experience turbulence. No response yet from their Air Carrier regarding the missing tie-downs.



Synopsis: A Flight Attendant working the aft cabin of a B747-400 aircraft reports that meal service cart tie-downs were missing at main cabin doors 5-left (5L) and 5-right (5R). Concerns raised for passenger and flight attendant safety due to carts left temporarily unattended and not tied down during meal service.