elihoole/asrs-aviation-reports huggingface dataset:
Date: 201606
Local time of day: 1201-1800
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Weather elements / visibility: 20
Light: Daylight
Aircraft: Cessna Stationair/Turbo Stationair 6
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Ground Strike - Aircraft; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Diverted; Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft; Environment - Non Weather Related
Primary problem: Aircraft

Narrative: Normal checklist run up. Departed and at midfield and approximately 150 feet altitude; experienced a complete loss of power...straight ahead landing not an option due to rugged terrain with trees...180 turn executed with very hard landing and roll out into a fence near the parking area. Prop strike; front wheel separation; cowling damage. I was the only occupant and had no injuries what so ever. JP Instrument [engine monitor] data reveals a drop in fuel flow from 26 GPH to 0 and rpm from 2850 to 0 in approx 12 seconds. Fuel on board was 30.8 gallons...fuel selector valve was on the fullest tank that had approximately 23 gallons.




Synopsis: The pilot of a C206 reported a loss of engine power during takeoff. A turn away from terrain was executed and a hard landing was made.
Date: 201602
Local time of day: 1801-2400
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: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: INS / IRS / IRU
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: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On departure Master Caution illuminated with associated right IRU 'Fault' and 'Align' light on overhead panel after running proper QRH the decision was made to divert to [a nearby airport]. An overweight landing of +900 to 1000 LBS was accomplished. Required write ups were entered and inspection completed. Flight continued after inspection and IRU replacement.




Synopsis: B737 Captain reported diverting to an alternate airport after receiving IRU 'Fault' and 'Align' caution lights in flight.
Date: 201908
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Cessna 150
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Engine
Component problem: Failed
Reporter organization: Corporate
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition
Contributing factors: Human Factors; Aircraft
Primary problem: Human Factors

Narrative: I flew a Cessna 150 from ZZZ. After doing the pre-flight check; everything appeared to be in working order. I taxied the airplane slowly from FBO1 to FBO2 for fuel. So it maybe took me about 0.3 or 0.4 hour from engine start because I needed to wait for the fuel person. After refilling; I taxied to the run up area with full fuel. My destination airport was ZZZ1. After taking off; the engine [shuddered] suddenly; I checked all the engine gauges but everything was good. Few minutes later; the engine [was] back to normal. It took me about 1.8h to ZZZ1 which was less than what I planned. So I didn't think I needed additional fuel. I made a full stop for the restroom.After a few minutes rest; I took off from ZZZ1. I picked another route. At the start of the flight everything worked; but when I flew above ZZZ2; the engine started [shuddering] again. I tried to find out what the problem weas but everything still looked good. And the engine stopped [shuddering] few minutes later. I checked the fuel gauges and I[recall] that it showed me 1/4 per tank (about 5.6 gallons in total). It was enough for me to fly back to ZZZ.After the radar service [was] terminated by Approach; I got the landing clearance from ZZZ Tower. At the time I was descending to 2000ft; my engine started to lose power with RPM dropping. I noticed the fuel gauges still showed me 1/4 per tank. I tried to restart the engine but I failed. I talked to ZZZ Tower immediately for emergency landing. Fortunately I landed on Taxiway A. I really appreciate ZZZ Tower's help. I didn't know what the problems were. But [when] I turned on the battery again the fuel gauges showed completely different. Left tanks showed the fuel almost empty (maybe 0.5-1 gallon I thought). Right one still showed 1/4 (approximately 2.5 gallons). The total fuel of the flight on my flight plan in day VFR is 22.17 gallons. I made a perfect flight plan; but I didn't realized my flight cannot be [done within] that time. I ignored other factors. Also under the influence of the fuel gauges. I made a bad decision. Even though it was an intense experience; I believe it was a good learning experience in my career to consider other factors during flight.




Synopsis: Cessna pilot reported a safe landing on a taxiway after the engine quit because of a low fuel issue.
Date: 201908
Local time of day: 1201-1800
Location: JFK.Airport, NY
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: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Other Pushback
Result: General None Reported / Taken
Contributing factors: Procedure; Aircraft; Company Policy; Human Factors
Primary problem: Aircraft

Narrative: Today Aircraft X called after push out that fluid was observed dripping out of #1 engine by baggage handlers. I sent two mechanics out to the plane. Supervisor went out on his own. Unbeknownst to me the flight crew ran the engine and the mechanics observed hydraulic fluid dripping out of the drain mast at the rate of 1 drop every 8 seconds. They came in and updated me. I pulled up the drain mast inspection MM 71-XX-XX and gave it to them. A few minutes later [Supervisor] came in and said the plane taxiied out. Since the plane had no entry in the logbook and we weren't sure of the limits I demanded the plane return to the gate. [Supervisor] said if I wanted the plane back I had to call myself. I tried raising the plane on the radio to no avail. I told [Supervisor] I was filing a report for the plane leaving illegally. At first he didn't care but then came running back claiming he called Tech to have the plane return. I advised [Supervisor] that if the plane returned I would delete the report. However; the plane took off.




Synopsis: Maintenance Technician reported aircraft departed after fluid was observed dripping from aircraft engine drain mast.
Date: 201605
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Rain; 3
Light: Daylight
Aircraft: PA-32 Cherokee Six/Lance/Saratoga/6X
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Final Approach
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: The temporary loss of control due to spatial disorientation occurred on the ILS approach into my alternate airport on an IFR flight plan from. The loss of control was precipitated by the pilot's inability to disconnect the altitude pre-select and an otherwise non-stable approach.The contributing factors were:1. Low IFR with conditions not improving as forecasted for the time of my arrival.2. Did not adhere to personal limits.3. While current; not proficient for IFR flight in the aircraft with only 56 hours in type.4. Not proficient with auto pilot and avionics in the aircraft.5. Did not have the 'numbers' memorized for the aircraft type to insure a stable approach.Corrective Action:1. Spoke with and discussed incident with Gold Seal Instructor.2. Arranging schedules to do in depth IFR recurrent training in the aircraft with [with a CFI].3. Equipment familiarization with auto-pilot and navigational avionics training.4. Subscribe to and participate in the FAA Wings Program.




Synopsis: GA pilot reported getting disoriented during instrument conditions.
Date: 201405
Local time of day: 1201-1800
Location: SFO.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Brasilia EMB-120 All Series
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Takeoff / Launch
Airspace: Class B SFO
ATC / advisory: Tower SFO
Second aircraft: B737 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Anomaly: ATC Issue All Types; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure
Primary problem: Procedure

Narrative: Tower cleared the B737 ahead of us to cross [Runway] 28L; hold short [Runway] 28R. Then we were given the same clearance. We noted the pair on short final and knowing there was not much holding space we expedited across and stopped pretty close to the B737. We were only able to get half of our plane over the runway hold short line. It looked like slight staggering on arrival so it was possible for the B737 to just take the runway making room for us between arrival of [Runways] 28R and 28L traffic. Tower amended our departure - right turn 060 now a new frequency. Before the arrival of the [Runway] 28R traffic though Tower cleared another airplane to cross [Runway] 28L and hold short [Runway] 28R. They questioned his clearance since this would be three aircraft holding short of [Runway] 28R with not even room for two and traffic closing in. Tower reconfirmed previous instructions. Upon [Runway] 28R landing; Tower cleared the B737 to line up and wait [Runway] 28R. We were so close that their expedited movement really rocked our plane from jet wash. After Tower cleared the B737 for takeoff; were given line up and wait [Runway] 28R; maintain 3;000 on departure; and to move down the runway so he could line up [another aircraft] on the runway behind us. Reaching about the 1;000 FT marker Tower cleared us for takeoff and to turn as soon as able. I was aware we had performance for the pseudo intersection takeoff since we were well before Taxiway E that we had data for. Wake turbulence separation was not as well planned as we hit it upon rotation. The early turn helped avoid it more however it put us rather close to the B737 that departed ahead of us.Cause: Tower playing cowboy trying to get more departures out. [It was] our inability to see the big picture and having to trust Tower's plan and their spacing.Suggestions: Not to accept Tower's clearance even if they say there is room. Not to get rushed by the situation so you can focus on things like wake separation; and inform Tower of your requirement. Find out how much they want us to 'move down' when lining up a second aircraft. Try to accommodate Tower but do not let them fly your plane for you.




Synopsis: EMB-120 Captain reported encountering wake turbulence after takeoff from SFO in trail of a B737.
Date: 202005
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Citationjet (C525/C526) - CJ I / II / III / IV
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Taxi
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Time Pressure; Communication Breakdown
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: Other Takeoff
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Environment - Non Weather Related
Primary problem: Human Factors

Narrative: We were a MEDEVAC flight; carrying an organ onboard for the purpose of transplant. Since it was a busy; uncontrolled field; we opted to depart VFR and pickup our IFR clearance in the air. The winds were favoring Runway XX; and there were several aircraft in the traffic pattern. While waiting for two close-in aircraft to land (one on final; and another on base); there was a radio call from an aircraft that was practicing the wrong-way approach to RWY XY. We made a radio announcement of our intention to depart RWY XX ASAP (when the landing aircraft were clear of the runway or out of the way from touch-and-go). The aircraft on the wrong-way final made statement that they would break the approach off early; giving us the indication they understood there was traffic in the pattern. We seen the landing lights of the wrong-way aircraft on a long final for RWY XY; and kept an eye on him the entire time. Our takeoff was announced on the radio; and as we were approaching V1; it was clear that the wrong-way aircraft was still continuing to descend and remain on the approach course. I felt it would have been unsafe to abort at this time; and took the aircraft into the air. Our closure rate was increasing; and it appeared that the inbound aircraft had no intention of breaking off the approach. Once airborne; evasive maneuvering toward the east was required to avoid what could have potentially been a collision course. Concurrently; the other aircraft began a turn to the west (I would estimate that they were less than a mile from the approach end of RWY XY when they began to turn)On our part; we could have waited on the runway longer to observe what the inbound aircraft was going to do. On the other aircraft's part: If there is a number of aircraft in a traffic pattern at an uncontrolled field taking off and landing in the opposite direction that a practice approach is being conducted; it is prudent to either choose a more-appropriate approach/runway and/or establish more defined communications and intentions with the other affected aircraft.




Synopsis: CE525 First Officer reported NMAC with opposite direction landing traffic.
Date: 201212
Local time of day: 0001-0600
Location: N90.TRACON, NY
Flight conditions: IMC
Weather elements / visibility: Rain; Turbulence; Windshear
Light: Night
Aircraft: A300
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Descent
Airspace: Class B EWR
ATC / advisory: TRACON N90
Aircraft component: Autoflight System
Component problem: Design
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Human factors: Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Undershoot; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft; Human Factors; Weather
Primary problem: Ambiguous

Narrative: Cleared to descend via PHLBO3 RNAV Arrival into EWR for an ILS 04L approach. Captain was pilot flying. Used max automation due to poor weather. Autopilot Number 1 was engaged with NAV and Profile selected. We made the SOMTO Intersection crossing restriction at 11;000 FT with no problem. Shortly after SOMTO we still had a tailwind and also encountered an area of heavy rain and moderate turbulence. We were night IMC conditions with engine anti ice on and static electricity on the windshield. Captain disconnected the autopilot and manually began flying the aircraft when he realized the FMS in Profile mode would not make the crossing restriction at DYLIN of 8;000 FT. Had he allowed the autopilot and profile to stay engaged it probably would have crossed DYLIN at least 1;500 FT high. First Officer called ATC and told Controller we were in heavy rain with moderate turbulence and that we crossed DYLIN intersection 500 FT high. No traffic was noted on the TCAS within a 12 mile range; we had no loss of separation; and Controller didn't say anything about it. He gave us a vector to final approach for ILS 04L. Profile mode in the Airbus apparently cannot handle strong tailwinds; updrafts and turbulence. In retrospect; one level less of automation might have helped (using level change with step down altitudes); but the situation we encountered would probably still have required an autopilot disconnect.




Synopsis: An A300 First Officer reported crossing DYLAN high on the PHLBO 3 RNAV arrival due to strong tailwinds and turbulence. The Captain was the pilot flying using LNAV and VNAV. The autopilot was disconnected in an attempt to make the restriction.
Date: 201501
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: IMC
Light: Daylight
Aircraft: Dash 8-100
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Turbine Engine
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While enroute; I heard a snap and some caution lights came on. The caution lights were the Number 1 ECU and the Number 1 fuel tank low caution light. I notice the torque on the Number 1 engine had fallen to 3.8 percent. The aircraft did not yaw when this event occurred. We ran the ECU checklist; but there was no improvement. I slowly retarded the Number 1 power lever to confirm that the engine was no longer producing power. It was not so we elected to shut down the Number 1 engine I suspected we had a TQ motor failure. After calling MTC; I found two more circuit breakers popped the Number 1 TQ cond; and the Number 1 auto temp controller.We ran some checklists and talked to the FO to decide what was going on. Once we concluded the Number 1 engine was not producing any power; we shut down that engine. Ran all the checklist. Declared an emergency. Notified company and made announcements to the people.




Synopsis: A DHC-8-100 Number 1 ECU and Fuel Tank Low caution lights illuminated along with the torque drop so the engine was shut down; the QRH completed; an emergency declared and the aircraft landed at its destination.
Date: 201807
Local time of day: 1201-1800
Location: HVR.Airport, MT
Aircraft: Small Transport
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E HVR
ATC / advisory: CTAF HVR
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Commercial
Human factors: Situational Awareness
Anomaly: Conflict Airborne Conflict
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airspace Structure; Procedure; Human Factors
Primary problem: Ambiguous

Narrative: Drone in Vicinity of Airport: We were at 400 feet AGL off of Runway 26 in HVR and began reducing the power for normal climb and began our turn toward the southeast. Upon entering the turn; I spotted what was clearly a personal drone (DJI Phantom) off our left wing at 150 feet away and 50 feet lower than our altitude. I alerted the captain about the drone; he made the same assessment about the drone sighting upon seeing it. We then got on the CTAF to let other potential traffic in the area about the drone approximately 1 mile west of the field. HVR UNICOM asked for more details; we gave them the above statement. Upon reaching a higher altitude; we checked in with Salt Lake Center; asked for VFR flight following and gave them the report of the drone sighting.




Synopsis: Pilot reported airborne conflict with a drone approximately 400 feet AGL after takeoff from Havre City-County Airport; Montana.
Date: 201412
Local time of day: 1801-2400
Flight conditions: IMC
Aircraft: Caravan Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Aircraft component: Ice/Rain Protection System
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Physiological - Other
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Aircraft; Company Policy; Human Factors
Primary problem: Human Factors

Narrative: IFR flight plan in IMC at night. Cruising at 11;000 in visible moisture; OAT 0*C. TKS anti ice system on; vents closed; heater on. Noted cooked TKS odor in cockpit immediately after turning on TKS system. Immediate difficulty breathing; tightness in chest; later in flight noted chemical film on lips; bad taste in mouth; throat irritation; and voice became raspy. Symptoms of TKS exposure as noted on TKS 406B MSDS.




Synopsis: A C-208 pilot reported suffering symptoms of TKS exposure consistent with those noted on the TKS 406B MSDS (Material Safety Data Sheet).