elihoole/asrs-aviation-reports huggingface dataset:
Date: 201208
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B717 (Formerly MD-95)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Aircraft component: Nosewheel Steering
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Confusion; Human-Machine Interface
Anomaly: Aircraft Equipment Problem Critical; Deviation - Track / Heading All Types; Flight Deck / Cabin / Aircraft Event Illness / Injury; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Regained Aircraft Control; General Maintenance Action; General Physical Injury / Incapacitation
Contributing factors: Human Factors; Aircraft
Primary problem: Aircraft

Narrative: This event occurred during taxi-in to the gate. After waiting for the ground crew to get in position; we began forward motion. As we started an approximately 90 degree right turn to the marshaling line; the aircraft stopped turning and went straight. I looked over to the Captain and saw him turning the nose steering wheel to the right. The aircraft did not respond to nose wheel steering inputs. I was not sure of the problem; but I considered a hydraulic failure as a cause. I looked out the windshield and noted that we were still moving forward and approaching the terminal building. I firmly applied the brakes; and the aircraft stopped abruptly. While coordinating with ops to be pulled into the gate; we learned that the R1 Flight Attendant had been thrown from her jump seat and hit her shoulder on the back of a passenger seat. After being tugged into the gate; the shutdown was uneventful. We later learned that a broken steering cable was the cause. While the incident was caused by a mechanical failure; the injury was caused by abrupt braking. With more information; time; and better communication between the flight crew; the abrupt braking MAY have been avoided.




Synopsis: A Flight Attendant was thrown against a passenger seat and injured her shoulder when the flight crew was forced to brake abruptly due to the loss of nose wheel steering as they approached the gate in a 90 degree turn and the steering castered to straight ahead toward the terminal.
Date: 202009
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Takeoff / Launch
Airspace: Class G ZZZ
Aircraft component: Elevator ControlSystem
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Instructor
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial
Human factors: Time Pressure; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Returned To Departure Airport; Flight Crew Landed As Precaution; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While conducting 'pattern work' at ZZZ; during a touch and go landing; the aircraft began an initial climb. The out of currency private pilot stated 'Did you mess with the trim.' I; the instructor; replied 'No. What's wrong?' The pilot stated 'I can't get the nose to come down; the yoke is stuck.' I took control of the airplane; applied forward force on the yoke and it was stuck. With no usable runway remaining; I decided to leave power in and continue the takeoff. The aircraft was climbing at 65mph; above Vs1 and below Vx. I used elevator trim to attempt to get the nose down and stabilize the climb at a safe airspeed. The aircraft pitch decreased; airspeed increased. Shortly after; the controls suddenly popped; the aircraft pitched down due to the excess nose down trim; and control was returned to the yoke. I adjusted the trim and continued the climbout at Vy; we landed immediately and terminated the flight without further event. Upon inspection of the aircraft; all control cables appeared to be free and unmolested. Upon a post flight walk around; it was observed that a tail section screw had backed out and lodged itself between the stabilator; causing the control surfaces to be restricted. A preflight inspection of the aircraft was conducted by myself and the student; however neither of us noticed this issue.




Synopsis: PA-28-140 Flight Instructor reported an uneventful precautionary landing  after experiencing a temporary loss of normal pitch control.
Date: 201507
Local time of day: 0601-1200
Location: FMY.Airport, FL
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Initial Climb
Airspace: Class C RSW
ATC / advisory: Tower FMY
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness; Communication Breakdown
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Exited Penetrated Airspace
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: This was my first trip into FMY. Departing KFMY; Tower cleared me for takeoff on Runway 23; on course; and I heard 'cleared through the Charlie'. I read back the takeoff clearance and ended with 'cleared through the Charlie'. Apparently; this was not correct. During climb out I turned on course after reaching 500 feet MSL and continued my climb on a heading of about 340 degrees. At approximately 1;500 MSL; Tower called me for entering the Class Charlie and told me to descend immediately below 1;200 feet MSL. I complied immediately with a descent to 1;000 feet MSL. After clearing the Class D airspace for FMY; Tower advised 'frequency change approved'.My mistake for entering the Class C at 1;200 feet MSL; but I heard and read back what I thought was a clearance through the Class C. Looking at the chart at the time of this event; I failed to recognize that I had not exited the Class D outside of the Class C overlap. Another 1.5 NM on my 340-350 degree heading would have avoided the intrusion.




Synopsis: C182 pilot reported entering Charlie airspace without clearance due to a misunderstanding with ATC.
Date: 201307
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: ACARS Printer
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Diverted; Flight Crew Landed in Emergency Condition; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Smoke in cockpit at FL360. Developed to heavy concentration in about 30 seconds originating under Captain's seat. Masks on and immediately started a divert with emergency declared. Cabin prepared and was able to complete only first few pages of [the] Smoke Checklist before landing. Landed 16 minutes later. Smoke began to dissipate during descent; with only heavy electrical odor remaining during landing. Fire equipment inspected aircraft and followed to gate. Maintenance determined cockpit printer caught fire. Replaced faulty equipment and proceeded to destination.




Synopsis: B777 Captain experiences heavy smoke in the cockpit at FL360 and diverts to a suitable airport. Smoke begins to dissipate during descent and only the odor remains during landing. The cockpit printer was determined to be the source of the smoke.
Date: 201310
Local time of day: 0601-1200
Location: D38.Airport, NY
Flight conditions: IMC
Weather elements / visibility: Cloudy
Light: Daylight
Aircraft: Bonanza 35
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Approach
Airspace: Class E ROC
ATC / advisory: TRACON ROC
Aircraft component: GPS & Other Satellite Navigation
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Commercial
Human factors: Other / Unknown
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Automation Air Traffic Control; Person Air Traffic Control
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert; Aircraft Equipment Problem Dissipated
Contributing factors: ATC Equipment / Nav Facility / Buildings; Aircraft; Human Factors
Primary problem: Ambiguous

Narrative: [I] was cleared direct MIBOE (IAF) for the RNAV 13 approach at D38. I was on autopilot and tracking direct to MIBOE when ATC called and stated we were off course by 2 miles. Certified Garmin 530w showed airplane was tracking properly as did 2 onboard portable GPS units. There were no NOTAMs I saw that indicated RAIM [Receiver Autonomous Integrity Monitoring] might be out and the 530w was in approach mode. I relayed my concern and informed ATC that 3 GPS units indicated we were on proper course and heading and had in fact passed over top of MIOBE and was on course to CAMEY (IAF). ATC canceled approach clearance at this time and issued a heading of 100 and descent to 2;500 to see if contact with surface was possible. The course of 100 took me through the approach course; which I think I communicated to ATC; then to an area northeast of D38. I was over a solid undercast and visual contact with the ground was not possible. I was then asked intentions; requested the approach again and was vectored and cleared for the RNAV 13 approach once more with vectors to CAMEY. This time ATC radar and the onboard GPS seemed to agree and the approach was flown and a missed was declared. When I returned to my home base I reviewed the flight track as recorded on my portable Garmin 696 GPS. Its history showed that it was flown directly over MIBOE and was on course to CAMEY when ATC canceled the approach and issued the 100 heading. My concern is the discrepancy between where Approach radar was indicating I was; and where 3 onboard GPS units indicated I was.




Synopsis: BE35 pilot on approach to D39 via RNAV Runway 13 approach; is informed by ATC that he is two miles off course between MIBOE and CAMEY. Garmin 530w showed airplane was tracking properly as did 2 onboard portable GPS units. Vectors are issued and the next attempt is successful with the GPS units in agreement with ATC Radar.
Date: 201812
Local time of day: 0601-1200
Location: SFO.Airport, CA
Flight conditions: VMC
Aircraft: B787 Dreamliner Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class B SFO
ATC / advisory: Tower SFO
Second aircraft: B777 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter Wake Vortex Encounter; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC Overrode Automation
Contributing factors: Environment - Non Weather Related; Human Factors; Weather; Procedure
Primary problem: Environment - Non Weather Related

Narrative: With crosswinds approaching 33 knots; approach was stable until approximately 10 feet prior to touchdown. Pilot monitoring called out excessive airspeed at which point I disconnected the auto throttles to control speed. Touchdown occurred outside touchdown zone. I believe we were in the effects of the wake of a preceding 777 which had just touched down upwind of our runway. In addition to the gusts. The rollout and turnoff were normal. Touching down outside the touchdown zone for our height above the runway was a safer course of action than a go-around.




Synopsis: B787 Captain reported continuing to a long landing following speed deviations on short final following gusty winds and possible wake encounter.
Date: 201310
Aircraft: A300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Aircraft component: Fuel System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Approximately [2 hours and 45 minutes] into flight we noticed that fuel was being burned from the outer tanks with fuel still in the inner tanks.  The outer tanks were showing about 7;000 pounds each. The center tank was empty and there was about 5;000 pounds of fuel in the trim tank.  There were no ECAM messages about this condition.  We cycled the center tank switches and the condition did not change.  The fuel in the trim tank was determined to be unusable if it was not pumped forward to the center tank.  We successfully pumped the trim tank fuel forward to the center tank.  At this point the center tank still failed to feed the engines using Auto Fuel Feed.  Manual fuel feed procedures were used and we were able to burn fuel from the center tank.  Prior to landing the center tank pumps were turned off to allow tank to engine fuel feeding.  It was determined during this process that enough fuel was present in the outer tanks to safely reach our destination.




Synopsis: A300 First Officer notices that fuel was being burned from the outer tanks with fuel still in the inner tanks. Trim tank fuel is manually transferred to the center tank then fed to the engines allowing the flight to continue to destination.
Date: 202005
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Flight plan: IFR
Mission: Passenger
Flight phase: Parked; Takeoff / Launch
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Dispatch
When detected: In-flight
Result: General Flight Cancelled / Delayed
Contributing factors: Company Policy; Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: Flight took a delay due to issues loading cargo. Shortly after airborne; I received a call from Load Planning (LP) Supervisor informing that ZZZ Ramp incorrectly loaded the aircraft and that in its current status they were exceeding max tail limit by around 200 lbs. LP said that removing passengers from row XY would put the aircraft within limits. After discussion with crew over ACARS we agreed to confirm row XY was empty and to have LP send the correct weights en route.




Synopsis: Dispatcher reported being advised of an aircraft that took off with incorrect weights and the need to ensure a certain row in the aircraft was empty to be within limits.
Date: 201408
Local time of day: 0001-0600
Location: HEF.Airport, VA
Flight conditions: VMC
Light: Night
Aircraft: Citation Excel (C560XL)
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
ATC / advisory: TRACON PCT; Tower HEF
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine
Human factors: Distraction; Situational Awareness; Time Pressure
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Other Post flight
Result: General None Reported / Taken
Contributing factors: Airport; Human Factors
Primary problem: Airport

Narrative: Landing at HEF was not notified that 16L was closed until inside of 10 miles of airport. I had failed to see this in the NOTAMs in preflight planning. We changed to landing 16R. No problem landing however; after the fact; we realized the required FAR 135 landing distance was 300 feet longer than the actual runway. Aircraft FAR 91 landing distance was well inside of runway length.Contributing factors included: a rushed; late night; flight and a late notification from ATC of the runway closure.Corrective actions would include the need to slow down and complete preflight planning and ATC could notify of runway closures earlier to allow time to change airports.




Synopsis: The pilot of a CE650XL failed to note that Runway 16L at his destination was NOTAM'd closed.  When advised on short final he opted to land on the parallel runway which he later realized was shorter than the Part 135 required length which was applicable to his operation.
Date: 202003
Local time of day: 0001-0600
Location: SGU.Airport, UT
Flight conditions: VMC
Light: Dawn
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 Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Ground Excursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Became Reoriented
Contributing factors: Airport; Human Factors
Primary problem: Airport

Narrative: After pushback and upon turning out to the parallel taxiway we entered a dirt non-movement area.  Because we didn't cross any ground marking we did not identify the deviation. Unable to identify ramp area boundary due to the lack of required ground markings or edge lights. Also; poor overall ramp lighting. Proper markings and lighting to identify non movement area [are needed].




Synopsis: Captain reported taxiing off the hard surface into the dirt; and cited poor lighting and markings at SGU airport as contributing factors.
Date: 201305
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Altitude Hold/Capture
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Distraction; Workload
Anomaly: Aircraft Equipment Problem Critical; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Returned To Clearance; Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: ATC Equipment / Nav Facility / Buildings; Aircraft
Primary problem: Ambiguous

Narrative: We were being vectored to join the final for an ILS PRM 9R. We had been cleared for the approach and I had armed approach mode on the FCP. We had just captured the localizer and I noticed the aircraft had started an uncommanded climb; reaching approximately 7;100 feet and the Flight Director had become intermittent; flashing OFF and ON on both sides. I disconnected the autopilot and returned to our assigned altitude of 7;000 feet. I called for the First Officer to remove the Flight Director and flew the remainder of the approach raw data for a normal approach and landing. The Flight Director or possibly the glide slope had become intermittent and caused the aircraft to climb approximately 100 feet from our assigned altitude. I decided rather than try to re-engage the autopilot; the best course of action would be to hand fly the approach. After arriving; we contacted Maintenance and wrote up the Flight Director.




Synopsis: A CRJ-200 climbed about 100 feet uncommanded as the autopilot was capturing the localizer on an ILS PRM so the Captain disconnected the autopilot and hand flew the approach.
Date: 201911
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Heavy Transport
Operator: Air Carrier
Flight plan: IFR
Flight phase: Cruise
Aircraft component: Air Conditioning and Pressurization Pack
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Fume event. intermittent air system odor inflight w/pack 1 MELed INOP & packs 2 & 3 on. Pack outlet temps were the following: #2=33F; #3=133F. Cockpit trim air valve temp=110F. Odor not noticeable when pack #2 temp was below 0 degrees F and cockpit trim air valve below 70 F. Odor was that of dirty socks mixed with an oily smell.Cause: possible air conditioning system contamination from engine bleed air.Suggestions: more frequent maintenance of the air conditioning system.




Synopsis: Heavy Transport aircraft Captain reported 'dirty socks odor mixed with oily smell' during flight.