elihoole/asrs-aviation-reports huggingface dataset:
Date: 201403
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Light: Night
Operating under: Part 121
Aircraft component: Engine Fuel Filter
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Powerplant; Maintenance Airframe
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Other During Maintenance
Result: General Maintenance Action
Contributing factors: Procedure; Incorrect / Not Installed / Unavailable Part; Human Factors
Primary problem: Human Factors

Narrative: I signed for a job card with the Maintenance Reference XXX9 for Operational Checks only; [being] required during an engine test; if rejected; follow the actions noted below in the Job Card. Engines tested normally and found no further action was required. There is a possibility that four other engines were released without the Low Pressure (L/P) Fuel filter installed. Hangar. Graveyard Shift.




Synopsis: A Test Cell Aircraft Maintenance Technician (AMT) reports he only signed for the Operational Checks of Rolls Royce Trent-800 Engines; not for the Low Pressure (L/P) fuel filters that were later found missing on numerous; previously released Trent engines.
Date: 201308
Local time of day: 1801-2400
Location: ZDV.ARTCC, CO
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZDV
ATC / advisory: Center ZDV
Second aircraft: A380
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
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: Environment - Non Weather Related; Procedure
Primary problem: Procedure

Narrative: B737 checked on frequency level at FL390 and after receiving my acknowledgement; asked if there was any traffic ahead of him and higher. I informed the pilot that I had no traffic anywhere close to him. The pilot then informed me that he hit a bad patch of clear air turbulence about 20 miles back and that it was very moderate and lasted about 5 seconds and that it was lucky that no one got injured; because it felt like the aircraft was hit by a truck on the side. Because of the 20 mile back report; I expanded out and noticed a track in SLC34 at FL400. I called SLC34 and inquired about the aircraft's type and discovered the aircraft was an A380. I informed [B737 pilot] of the aircraft and he remarked that the winds did make it favorable for the wake turbulence to remain there.  Upon reviewing the FALCON data; it was discovered that the A380 was on a converging course and passed 13 miles in front of and about 5 miles laterally from the B737 on an angle that took the B737 into the track of the A380 about 15 miles behind.  Not sure if there is a solution; other than increased separation of 2;000 feet below and 10 miles. Not even sure 2;000 feet is enough for the super aircraft.




Synopsis: Center controller reported B737 had a wake vortex encounter with an A380 that in the B737 pilot's words 'felt like [we were] hit by a truck.' Controller noted the B737 was about 13 miles in trail and separated by 1;000 feet; and wondered whether the separation standards should be increased for Super Aircraft.
Date: 201510
Local time of day: 1201-1800
Location: SAN.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach; Landing
Airspace: Class B SAN
ATC / advisory: Tower SAN
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Human factors: Workload; Situational Awareness; Confusion
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Unstabilized Approach
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors; Weather; Company Policy; Airport; Procedure
Primary problem: Procedure

Narrative: We were vectored for the approach to 27 rnav approach. We had just flown the very same approach earlier with no issues and this may have led to a false sense of security. Had a visual on the airport on down wind and base leg crossed final slightly high but had runway in sight so did not expect any issues. Caught up to rnav descent guidance (brick) and then noticed that I might lose sight of the airport soon due to a thin cloud layer. I pushed the nose over to keep sight of the airport . At this point I felt uncomfortable and started to level out and prepare for a go around. ATC called with a low altitude alert and asked to confirm we had a visual on the airport. I could see the outlines of the runway and the VASI so we called the airport and descended. At this point the approach was relatively uneventful. We landed on speed and on the first third of the runway. I should have gone around and not tried to keep the airport in sight.


Second narrative: Vectored and rushed down by ATC to intercept Rnav 27; ATC reported a 'low alert' and asked to confirm if we had 'visual.' We could see through the thin layer of broken clouds the vasi and runway but we elected to continue. We probably should have gone around.


Synopsis: A flight crew on a visual approach to SAN Runway 27 received an ATC LOW ALTITUDE alert while descending through a thin cloud layer prior to clearly seeing the VASI.
Date: 202201
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Aircraft: Small Transport; Low Wing; 2 Turboprop Eng
Flight plan: IFR
Flight phase: Initial Climb
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Government
Reporter function: Enroute; Supervisor / CIC
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: I was the supervisor on duty monitoring Sector X and Y; Aircraft X departed ZZZ1 on initial call pilot reported leaving 042 climbing to 070; the controller climbed them to 090 and turn left heading 240; (an 11' turn) I went to the radar scope to check and make sure I heard that correctly and the position of the aircraft. Aircraft X was not radar identified and was in a 060 MIA area; at this point they were leaving 050 and we went into recovery. I talked to the controller afterward and they mentioned; 'Oh yeah; I should have told him leaving 070 turn left heading 240.' The controller involved was a long time CPC; and I feel he was thinking about the fastest way to get the departure out of the way for an inbound and forgot the MIA.




Synopsis: Center Front Line Manager reported another controller had vectored an aircraft below the minimum vectoring altitude.
Date: 201907
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Descent
ATC / advisory: TRACON ZZZ
Aircraft component: Electrical Power
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Human-Machine Interface
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At approximately 15;000 feet descending on arrival to 4000 feet the Gen 1 OFF; Gen 2 OFF; Gen 3 OFF level 1 alerts all came on for about 1 second.  After approximately 1 second the alerts extinguished and all buses and IDG's appeared to be operating normally.  Passing 8;000 feet the auto-throttles failed and indicated amber on flight display.  While on downwind at 4;000 feet the autopilots failed; received 'Unable RNP' message and lost both flight directors.  The airplane was flying normally and no bus failure indications were noted on the display.  We configured early [and] flew a visual approach. On final check airmen noticed that First Officer Map display indicated almost 2 miles east of our actual position.  Landing was uneventful except that HUD flare did not occur.  The airplane had a differed Aux inertial.  And on the previous leg the auto brakes had failed and they too were deferred.  I think something is not right with the inertial nav systems in the airplane.  When we landed I had Maintenance meet the airplane and they indicated to me that there were no faults in the system.  Something is badly wrong with this airplane.  I was fortunate that it was a very nice day with light winds otherwise this could have been a more problematic flight.




Synopsis: MD-11 Captain reported multiple electrical system anomalies; and is concerned that Maintenance apparently cannot determine the cause.
Date: 202111
Local time of day: 1801-2400
Location: ZZZ.Tower, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Dusk
Aircraft: Gulfstream G650
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ZZZ
Aircraft component: Trailing Edge Flap
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Departure Airport; Flight Crew Overcame Equipment Problem; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Flap system failure. [Requested priority handling]. Landed Runway XXR. No notable damage found.




Synopsis: Gulfstream G650 Captain reported a trailing edge flap failure and performed an air turn back and precautionary landing.
Date: 201906
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Hawker 900
Operator: Corporate
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
ATC / advisory: Tower ZZZ
Reporter organization: Corporate
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Situational Awareness
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Other landing rollout
Result: Air Traffic Control Provided Assistance; Flight Crew Took Evasive Action; Flight Crew Landed in Emergency Condition; General Maintenance Action; General Evacuated
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Shortly before landing; smoke rapidly filled [the] cabin and cockpit. During rollout; smoke was coming out of air ducts; I commanded to have the APU shutdown and opened dump valve as per the checklist. After turning off runway and setting the park brake; I looked aft and the smoke in the cabin was thick.  The aircraft was deplaned and the fire trucks showed [up] shortly thereafter.  Information and a list of the personnel I gathered has been handed over to our safety officer.


Second narrative: The Landing Checklist was completed with flaps 45 for landing on RWY XXL at ZZZ. The APU on and APU bleed air on. Shortly before or after touchdown; smoke developed rapidly in the cabin and cockpit.As soon as we noticed smoke developing; we opened the dump valve. However; it did not change the condition in the cockpit. Given our position to just having landed on the runway; we did not have time to don the oxygen masks nor deploy the cabin masks. PIC commanded APU shut down.We successfully landed on Runway XXL. During the rollout we informed ZZZ Tower of our smoke in cockpit condition and need to deplane. We taxied on Taxiway and deplane according to the Checklist.Emergency equipment arrived shortly thereafter. The passenger was given a ride to FBO via Crash Fire and Rescue vehicle. After calling home base and discussion; Crash Fire followed the plane with only crew onboard to FBO and debrief was conducted on FBO ramp.


Synopsis: Hawker 900XP flight crew reported smoke developed rapidly in the cockpit and cabin during landing rollout at destination.
Date: 201701
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: Marginal
Weather elements / visibility: Snow; 0.75
Light: Daylight
Aircraft: Eurocopter AS 350/355/EC130 - Astar/Twinstar/Ecureuil
Operator: Air Taxi
Operating under: Part 91
Flight plan: None
Mission: Ferry / Re-Positioning
Flight phase: Cruise
Airspace: Class G ZZZ
Reporter organization: Air Taxi
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Rotorcraft
Second reporter function: Pilot Flying; Captain
Anomaly: Inflight Event / Encounter VFR In IMC; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Diverted
Contributing factors: Human Factors; Weather
Primary problem: Weather

Narrative: While enroute the PIC and myself had checked the weather before leaving finding favorable conditions. As the flight progressed the weather started to deteriorate. The airport and real time DUATS was reporting marginal VFR conditions and while attempting to find the lowest terrain towards [our destination] we encountered decreasing visibility and simultaneous windshield snow buildup. As a precaution the PIC decided to make an unplanned landing in the first available clearing where a safe; normal landing could be made. Once the weather cleared and the windshield was cleared and the aircraft was inspected for icing; the flight was continued as planned. I believe a possible preventative action could be for the placement of a weather station elsewhere in the valley seeing as the airport is in one of the most unique locations of all airports in existence and as such may not provide relevant information to helicopters flying in less than perfect VFR conditions.


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


Synopsis: AS350 pilots reported landing in an open field when a VFR flight encountered IMC. After the snow shower had passed; the flight continued to their destination.
Date: 201208
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: PA-18/19 Super Cub
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Taxi
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Engineer
Human factors: Situational Awareness
Anomaly: Ground Event / Encounter Ground Strike - Aircraft; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Aircraft Damaged
Contributing factors: Human Factors; Weather
Primary problem: Ambiguous

Narrative: I ground looped a Super Cub after clearing [the runway]. I had been doing touch and goes (4) and decided to do a full stop. After I landed I exited the paved surface of the glider strip runway and proceeded onto the adjacent grass glider strip landing area. Approximately half way through the right turn the left wing went down and I could not bring it back up before it contacted the ground. I parked the aircraft at the tie down area and inspected the left main tire and the left wing tip. Both had dust and dirt on them. I cleaned the dust and dirt off the wing tip and saw scratches and two small breaks (eraser tip size) in the fabric paint at the wing tip. I did not see any other aircraft damage at that time. However; I had never ground looped an aircraft before; so I wanted to make sure I had not damaged it. I taxied the aircraft to a local A&P that I knew was working today. I asked him to inspect the aircraft to see if he could detect any damage that I had not seen earlier. He and I both inspected the aircraft together and both of us saw; at the same time; winkled fabric on the top of the left wing that I had not see earlier. He told me this might indicate a compressed or bent rear spar. On closer examination from several different angles the rear spar did indeed appear to be bent.




Synopsis: Super Cub pilot reported ground looping his aircraft resulting in rear spar damage.
Date: 201304
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe
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 Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Our flight departed and was climbing through 11;000 feet when the Number1 engine began to surge. N1 was fluctuating between 100-70 percent. As you would expect; this caused substantial aircraft yaw. The F/O (Pilot Flying) immediately recognized the condition and executed the QRH memory items for engine surge by disconnecting the autothrottles and pulling back the thrust levers to about mid range. Simultaneously the Number 2 engine began to fluctuate but to a lesser degree of approximately 95-80 percent. After about 15-30 seconds with the thrust levers in the reduced position; both engines stabilized at approximately 70% N1. Our flight was approximately 20 miles northeast of the departure airport when this event started and the weather was clear with unlimited visibility. We quickly determined that returning would be our safest course of action. ATC gave us vectors back to the field and we landed without further incident. On landing roll; both Number 1 and Number 2 ENG CONTROL lights illuminated. Upon arrival at the gate; Maintenance was notified and the aircraft was subsequently taken out of service.


Second narrative: During climbout passing through approximately 11;000 feet; the Number 1 engine started to fluctuate in N1. The fluctuation was severe enough to cause significant yaw. I disconnected the autothrottles and reduced thrust to maintain engine limits. Shortly after that the Number 2 engine started fluctuating also. Further thrust reduction on both engines to about 70% seemed to stop the variations. We accomplished the Engine Limit/Surge/Stall Checklist. We then requested a return. Once we turned south and descended; we were handed off to Approach and cleared for the visual approach. During the descent and approach phase of flight; the engines seemed to operate normally. Normal landing and taxi back to the gate were uneventful.


Synopsis: B737-700 flight crew experiences fluctuating N1 on the left engine climbing through 11;000 feet. Auto thrust is turned off with no change then the thrust is reduced until stability returns at about 70 percent N1. The right engine also experienced brief N1 fluctuations and the crew returns uneventfully to the departure airport.
Date: 202107
Local time of day: 1201-1800
Location: 48D.Airport, MI
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Airspace: Class G 48D
ATC / advisory: CTAF 48D
Second aircraft: UAV: Unpiloted Aerial Vehicle
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Anomaly: Conflict Airborne Conflict
Detector: Person Passenger
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airport; Chart Or Publication; Procedure
Primary problem: Ambiguous

Narrative: On a VFR flight from HTL to 48D in day VMC with unrestricted visibility and high ceilings; with a right seat Private Pilot passenger. Briefed that Runway 09/27 at 48D was NOTAMed closed; and elected to land Runway 22 given westerly winds and NOTAM.  I made multiple callouts on CTAF including base and final.  During rollout; the pilot passenger noticed and informed me of a remote-controlled RC aircraft ahead; apparently above Runway 09/27 but overflying the extended centerline of Runway 22; about 600ft from the end of Runway 22. I did not myself see the RC aircraft. Upon safe landing and shut-down we became aware that there was an RC aircraft group operating at a series of RVs south of Runway 09/27 and that this was the reason for the NOTAM. While it is completely acceptable to have RC aircraft operations in an airport environment given NOTAMs; RC operators should be briefed to avoid overflight of an extended centerline for an active runway. Alternatively; if RC operations require the overflight of an extended centerline of another runway; that runway (or the airport) should be NOTAMed closed as well.If we were either performing a touch-and-go; or had to perform a go-around; the RC aircraft would have been directly in our path and would have posed a collision risk.




Synopsis: General aviation pilot learned of remote control aircraft operations after landing. If a go around or aborted landing occurred there could have been a conflict between the fixed wing aircraft and the remote control aircraft.
Date: 201408
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Light: Daylight
Aircraft: Caravan Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: De-Icing Fluid
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Single Pilot
Human factors: Physiological - Other
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Illness / Injury; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: General Physical Injury / Incapacitation
Contributing factors: Aircraft; Company Policy; Human Factors; Weather
Primary problem: Aircraft

Narrative: Had to use TKS for icing and noticed odor in cockpit; feel burning in eyes; nose and throat. Have bad taste in mouth and headache.




Synopsis: A C-208 pilot reported burning eyes; nose and throat along with a foul taste and headache following TKS usage during in-flight icing.