elihoole/asrs-aviation-reports huggingface dataset:
Date: 201704
Local time of day: 1801-2400
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Daylight
Aircraft: PC-12
Operating under: Part 91
Flight plan: IFR
Flight phase: Cruise
ATC / advisory: TRACON ZZZ
Reporter organization: Air Taxi
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Commercial
Second reporter function: Pilot Flying; Captain
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; General Physical Injury / Incapacitation
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Captain had cold symptoms the previous day and the morning of this incident. At the beginning of the day we discussed him calling out sick; but he elected not to as he felt he could complete the day safely. I agreed because his symptoms seemed to be that of a typical cold. Twenty minutes after departing; I noticed he seemed uncomfortable and had chills. We turned the heat up and continued the flight. At around an hour he became very noticeably uncomfortable and didn't look very well. His skin was flush on his face and he still complained of being too cold despite turning the temperature up and wearing his sweater. He began to feel nauseous and felt he had a fever. He eventually decided it best to divert; as he became worried he may faint or get sick. I asked ATC for the diversion and stated 'crew illness' for the reason.After making the turn and starting a descent; the Captain tried to help with what he could; but was becoming increasingly lethargic. The final ten minutes or so of the flight he was essentially incapacitated. He seemed to be in and out of consciousness as I noticed his head would slump forward or back. I would call his name or shake him which would bring him back; but he clearly wasn't with me 100%. On short final I asked that medical attention meet us on the ground at the FBO and the Tower had the full crew waiting for us. Paramedics helped the Captain from the cockpit; took his vitals and encouraged him to go to the hospital.


Second narrative: The First Officer had assumed control of the aircraft and was conducting flight operations mostly single pilot. Upon arrival; airport medical personnel met the aircraft on the ramp where all vitals were taken. The Captain was then taken by ambulance to the hospital for evaluation.


Synopsis: PC-12 flight crew reported the Captain became incapacitated during flight due to illness. Flight diverted to expedite medical attention.
Date: 201808
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Weather elements / visibility: Icing
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Aircraft component: Pneumatic Ducting
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted
Contributing factors: Weather; Aircraft
Primary problem: Ambiguous

Narrative: On climb out of ZZZ at about 20000 feet we were in icing conditions with the anti ice system operating. We received a bleed 2 leak eicas and inscription. I called for the QRH and notified ATC that we needed to level off at 25000 and needed to get to a spot to get out of icing. After QRH was complete and we determined that ZZZ1 may not be possible I tried to call Dispatch via ARINC. We tried both frequencies for our region and could not get a hold of ARINC; and was trying to use ACARS to communicate with Dispatch. Due to the slow communication and lower altitude (fuel burn) I used the Wx feature to find nearby airports in the clear. ZZZ2 was reporting clear. I elected to proceed to ZZZ2 as a suitable alternate. I did not select ZZZ because of the ice we encountered on climb out from ZZZ. Mechanical so outside my scope. However the inability to raise ARINC was very frustrating. Because of that my resources for real time information were restricted. I would recommend looking into why ARINC was unavailable at a critical time.




Synopsis: EMB-145 pilot reported a bleed leak EICAS message displayed during climb in icing conditions led to a diversion.
Date: 201406
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Citation Excel (C560XL)
Operator: Fractional
Operating under: Part 135
Flight phase: Parked
Aircraft component: Pressurization Control System
Component problem: Malfunctioning
Reporter function: Inspector
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Routine Inspection
Contributing factors: Procedure; Manuals; Human Factors
Primary problem: Manuals

Narrative: During a Routine Inspection Task Card 21-20-04 - Cabin Air Distribution Check Valves Detailed Inspection; it was discovered that the Emergency Pressurization Check Valve Flappers would not freely open. Also discovered that RTV Sealant had apparently seeped into the flapper openings during a previous maintenance visit where the RTV was used as a fay seal. The installer unknowingly squeezed the excess sealant when installing which had penetrated the flapper opening and during the curing process adhered to both the flapper face and the flapper opening; thus preventing the flapper from performing as potentially required. The previous installer followed the MM 21-12-00 as written; but did not verify that flappers would open freely or close as they should.A suggestive Corrective Action would be to change the Cessna CE-560XL Maintenance Manual (M/M) to:1.) Add a Warning not to use excessive RTV or flapper will not open. 2.) Do not fay seal; edge seal.3.) Add a note to verify that flappers 'open' freely and 'close' as they should. 4.) Step missing on 21-12-00 Paragraph 3; A-(5) which states to 'Discard the Gaskets.' Where is the step to replace the gaskets?  Reference: CE-560XL MM 21-22-00 Task 21-22-00-210. CE-560XL MM 21-12-00. Maintenance Inspector. Missing documentation.




Synopsis: An Aircraft Maintenance Inspector (AMI) reports finding Emergency Pressurization Check Valve flappers on a Cessna CE-560XL aircraft would not open freely; during a Detailed Inspection of the Cabin Air Distribution Check Valves. Previous application of RTV sealant had penetrated the flapper opening and secured the flapper to the opening; preventing movement.
Date: 201408
Location: ZZZ.Airport, US
Aircraft: No Aircraft
Aircraft component: Turbine Assembly
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Powerplant
Human factors: Communication Breakdown; Confusion
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Routine Inspection
Result: General None Reported / Taken
Contributing factors: Chart Or Publication; Equipment / Tooling; Human Factors; Procedure
Primary problem: Human Factors

Narrative: On; or about August 2014; I informed Section X Swing shift Management of an apparent Job Instruction Card (JIC) noncompliance with regard to the Low Pressure Turbine (LPT) lifting fixture. Also; further investigation revealed a possible problem with regard to arbor indexing (180 degree) for balance. The JIC; (JIC number can be obtained through Lead Mechanic; as this author is no longer in Section X); clearly stipulates when transitioning the Low Pressure Turbine (LPT); the Spool connections and spreader bar are to be used. However; it has been observed; and it is common Shop practice; to use a three cabled sling on the three lifting points; designed for the fixture only; not the fixture and LPT together (1800 lbs). These points have not been load-tested for this weight. Furthermore; it is unclear when indexing the arbor; whether the Spool connections and spreader bar are required; the three cabled sling is used by Shop personnel; and this presents the same predicament as previously described. The problem is further exacerbated on the PW2000 commercial side; where the height of the hoist provides insufficient clearance to abide by the correct JIC procedure when transitioning the LPT from the Shop floor to the build fixture atop the work platform. Local Management advised they would have the LPT fixture load-tested to possibly accommodate the three cable sling; and shorter chains would be installed on the spreader bar. However; as of this typing; Shop personnel have continued with this incorrect and unsafe operation; and it's further evident management has allowed the practice to continue unabated.  Re-design the LPT lifting fixture to accommodate the three cabled sling; more robust attach points are necessary to carry the 1800 lb load. Accomplishing this will negate the need for shorter chains on the spreader bar. I am happy to assist.




Synopsis: An Engine Shop Technician informs Swingshift Management about an apparent Job Instruction Card (JIC) non-compliance issue involving PW-2000 Engine Low Pressure Turbine (LPT) lifting fixture. Contrary to the JIC; use of a three cabled sling has become a common Shop practice; even though the three cabled sling has not been load tested for the combined weight of the fixture and LPT.
Date: 201603
Local time of day: 0601-1200
Location: BTL.Airport, MI
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
ATC / advisory: Tower BTL
Reporter organization: FBO
Reporter function: Pilot Not Flying; Instructor
Reporter qualification: Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial
Human factors: Situational Awareness
Second reporter function: Trainee; Pilot Flying
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Weather; Airport; Human Factors
Primary problem: Ambiguous

Narrative: Runway excursion off 23R at BTL. Stabilized approach; a bit left of center line which was corrected before touchdown. Touchdown on or near center line (center line was obscured by snow). Aircraft immediately felt like it was skidding. Student still had control at this point; as the aircraft began to skid to the left I (the Instructor) took controls; but was unable to regain control. The aircraft skidded off runway 23R to the left into a snow bank. No damage to the aircraft or personal injury. The aircraft was about 8-10 feet off the runway; the tail of the aircraft was still over the runway.


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


Synopsis: A pilot and flight instructor reported a loss of control and runway excursion during landing at BTL due to field conditions.
Date: 201406
Location: ZZZZ.Tower, FO
Flight conditions: VMC
Aircraft: Airbus Industrie Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
ATC / advisory: TRACON ZZZZ
Aircraft component: Spoiler System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Captain; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During initial climb; shortly after slat retraction with autopilot #2 on; the airplane yawed hard to the right.  The autopilot compensated with spoilers 7; 6; and 5 extended and 6 units to the left.  The Captain then assumed control of the airplane.  After consulting the QRH; the Captain elected to declare an emergency and return for an overweight landing.


Second narrative: ON climb from ZZZZ with the autopilot #2 on and after slat retraction the aircraft yawed hard to the right. The autopilot compensated hard to the left with six units of aileron. We received no ECAM or flight control malfunction fault lights. Leveled off and I took control of the airplane. We noticed spoilers 7;6;5 were up. I disconnected the autopilot and shortly after the spoilers went down but the airplane felt like an out of trim condition with 4 units of left aileron still showing. I could still move the controls so after consulting the QRH we decided to declare an emergency and return for an overweight landing.


Synopsis: During initial climb with autopilot engaged; an Airbus flight crew experiences a hard right yaw which the autopilot compensates for with left aileron trim. The aircraft was leveled and it was noted that spoilers 7; 6 and 5 were up. The autopilot is disengaged and shortly after the spoiler panels retract and the flight returns to the departure airport.
Date: 201809
Flight conditions: VMC
Light: Dusk
Aircraft: Amateur/Home Built/Experimental
Operator: Personal
Flight phase: Cruise
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Powerplant Fuel Distribution
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Confusion; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Overcame Equipment Problem; Flight Crew Returned To Departure Airport; General Flight Cancelled / Delayed; General Police / Security Involved
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: I departed for a brief (10-minute) flight to collect a single performance data point above the airport close to sunset. During the flight; a roughness and unexplained power loss was experienced. Since I was above the airport with an assured landing but concerned about the fuel situation and/or engine condition; I chose a power-off landing after clearance was received. After a normal rolling exit from the runway onto the desired taxiway; I requested/advised tower off frequency for a moment. I checked for any leaks or concerns. None were observed; but it was getting dark; so I requested straight ahead to the ramp from Ground and; receiving 'proceed as requested'; pushed the airplane ahead to the ramp. I was greeted unnecessarily by police. I explained the events and he seemed ok with just taking my name. I had about 5 gallons of fuel remaining; since I added 20 and the gauges read afterward 25. It's possible that my original measurements of unusable fuel (almost none) were inaccurate for some combination of the flight conditions. It's possible that the fuel computer had bad data. It's possible that some other issue (debris; etc) was a source of the problem. I had checked the fuel level during preflight and met the night VFR required reserve. The flight was aborted after less than 10 minutes. The engine ran normally for the taxi back to the hangar.




Synopsis: Experimental Aircraft pilot reported engine roughness and unexplained power loss.
Date: 202009
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Small Transport; Low Wing; 2 Turbojet Eng
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Slow decompression event noted. Flight from ZZZZ to ZZZ.  Thirty eight (38) minutes prior to planned crossing of ZZZZZ Intersection; windshield bleed valves were turned on; cabin defog was turned to high; and windshield bleed air was turned to the low setting. Cabin pressure held at about 8.5 PSI or 8;000 foot cabin. At approximately XA:0X clearance was given to cross ZZZZZ Intersection at 12;000 feet. This required a descent of 2;500 FPM. Descent was immediately initiated. A minute later descending through FL380; the cabin altitude greater than 10;000 feet annunciator illuminated. There were no noises; air pressure changes or other events noted by either the pilot or copilot. COVID masks and head sets were removed and quick donning oxygen masks were donned by both crew immediately and set to 100% oxygen with pressure support. Oxygen mask mike switch was switched to oxygen masks. Immediate descent was initiated; thrust levers set to idle; speed brakes activated; igniters activated. Cabin pressure reading did not rise above 11;000 feet during descent. Maximum descent was recorded as 5;000 feet/minute. Checklist was followed. Communication with ATC was attempted multiple times; but reported unreadable by ATC. Switched to main mike and reported descent due to loss of pressure. Formal emergency not declared due to adequate control of aircraft; cabin pressure stability; no obvious hull breach as well as adequate fuel to arrive at destination at lower altitudes. Pilot was wearing oxygen saturation monitor during the entire event; with saturations reaching a nadir of 93%. After reaching 12;000 feet; requested 10;000 feet and was granted. Masks removed; air conditioner activated to dehumidify the cabin due to excess moisture. From 10;000 feet to surface cabin pressure followed outside pressure. Uneventful approach and landing. Aircraft is currently in maintenance for evaluation.




Synopsis: Corporate Captain reported a slow and manageable cabin decompression event.
Date: 201704
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
ATC / advisory: Tower ZZZ
Reporter organization: FBO
Reporter function: Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Troubleshooting
Anomaly: Ground Event / Encounter Ground Strike - Aircraft; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Regained Aircraft Control
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: A visual approach was accomplished to runway XXR. Winds reported from the south approximately 60 degrees off runway heading at 11 knots. Crosswind controls were applied but not to the proper extent. This resulted in a touch down with slight crab. Two additional factors contributed to the situation. In attempting to touchdown smoothly some back pressure was maintained and full weight was not on the main gear. In addition the pilot inadvertently applied small right brake pressure. The aircraft veered towards the right side of the runway. Pilot corrected left and in doing so overcorrected. The left correction and right crosswind combined to cause a slight skid to the left. The aircraft nose remained pointed to the left edge of the runway. The pilot decided not to aggressively correct back right to prevent additional pilot induced oscillations. The aircraft rolled to left edge of the runway. The pilot initiated a go-around for a second successful landing. The aircraft movement to the edge of the runway resulted in propeller damage in the form of one nick; approximately 1/4 - 3/8 inch in length on the leading edge of one blade; the other side with two small scores on the leading edge.




Synopsis: C182 pilot reported difficulty with handling a crosswind landing which resulted in some minor propeller damage.
Date: 201908
Local time of day: 0001-0600
Location: TUL.Airport, OK
Light: Dawn
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Situational Awareness
Second reporter function: Pilot Flying; Captain
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter FOD
Detector: Person Flight Crew
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: While conducting a preflight for the first flight of the day; a large crowbar/tool was found in the forward section of the left main wheel well. It was in a difficult location to find; just under a hydraulic line; and a one-way check valve. Upon arrival in DEN; Maintenance was contacted there and the tool turned over to a mechanic. He said he would give it to his Supervisor. I have some pictures I can email.


Second narrative: During the exterior preflight inspection on an originating flight; the FO (First Officer) found a pry bar tool in the left wheel well. It was located in the recessed area between the wheel well light switch and the forward wheel well wall. No maintenance had been performed on the aircraft overnight. It is likely the pry bar had been there for at least several legs. Since ZZZ is a contract maintenance base; I delivered the pry bar to maintenance personnel at our next destination.


Synopsis: B737 flight crew reported finding a large crowbar in the wheel well during preflight.
Date: 201904
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: A321
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: Training / Qualification
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Taxi
Result: General Maintenance Action
Contributing factors: Aircraft; Procedure; MEL; Human Factors
Primary problem: Aircraft

Narrative: This aircraft had an uncommanded engine shutdown after engine start. The computer had it written as uncompounded but the logbook showed otherwise. MX placed the hp valve on MEL locking it closed and sent the aircraft onto three more flights with a potential hazard of another uncommanded shutdown happening. [Required troubleshooting] was not accomplished at time of event as it should have been. This [troubleshooting] should have been accomplished immediately. The aircraft was removed from service [after its flights] for this task and repairs to be accomplished.




Synopsis: Maintenance Technician reported an A321 had uncommanded engine shutdown and was incorrectly deferred per MEL.