elihoole/asrs-aviation-reports huggingface dataset:
Date: 201706
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10000
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Banner Tow
Flight phase: Cruise
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Other
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Airspace Structure
Primary problem: Human Factors

Narrative: Towing banner; getting a northbound transition with [ATC]. [ATC] did not advise of any traffic. When approaching [a local landmark]; I see the back end of a blimp off my right wing. I immediately descended to avoid collision.




Synopsis: A banner tow pilot reported an NMAC with a blimp not called out by ATC while transitioning through their airspace.
Date: 201210
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PC-12
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Climb
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Situational Awareness; Training / Qualification
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On climb out we experienced a rough running engine. I declared an emergency and my intent to return to the departure airport immediately with Approach. We were on a heading of 090 after departing the runway. We turned 180 to join right downwind. We began a descent to pattern altitude and were passed along to Tower and cleared to land. We landed without incident. We needed no assistance and taxied to the FBO; a Pilatus service center. Approach and Tower were very helpful. The engine never stopped during the landing. It just ran rough and I felt it deemed an immediate return the field. Maintenance is evaluating the airplane now but it does appear the engine suffered some mechanical trouble.




Synopsis: A PC-12 engine was malfunctioning after takeoff so the pilot declared an emergency and returned to the departure airport for maintenance.
Date: 201807
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Troubleshooting
Second reporter function: Pilot Not Flying; Captain
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Bird / Animal
Detector: Person Flight Attendant; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution
Contributing factors: Human Factors; Aircraft; Procedure
Primary problem: Aircraft

Narrative: Shortly after takeoff from ZZZ Runway XXR we impacted a bird while climbing out and turning to the initial departure heading. As the PF (Pilot Flying); I saw a black flash on the left side of the aircraft and felt an impact followed by a flesh burning smell in the flight deck. Additionally the Cabin Crew called and stated they smelled the same smell and felt the impact as well. The Captain directed them to view the number 1 engine for any signs of damage. They noted a large dent on the outer section of the number 1 cowling. We assessed that we indeed experienced a bird strike with engine ingestion and a return to ZZZ was warranted. After assessing the engine readings as normal we elected to continue operating the number 1 engine. I then started coordinating with ATC for our return while the Captain coordinated with Dispatch and the Cabin Crew and briefed the passengers. Additionally he obtained the required landing data and we ran all applicable checklists. The approach and overweight landing were uneventful and we returned to the gate. Upon inspection; our assessment was proven correct with the number 1 engine sustaining significant damage to the cowling and probable ingestion. The Captain made the required write-ups and the aircraft was turned over to Maintenance.


Second narrative: Shortly after takeoff from Runway XXR from ZZZ at approximately 3000 ft AGL; we struck a large bird as we began a turn toward the west on radar vectors. The PF (Pilot Flying) and PM (Pilot Monitoring) knew we had struck a bird but neither of us saw it until the very last second. A burning smell was noted in the cabin and the flight station. There were no abnormal engine indications at that time. Passengers and the Flight Attendant reported some damage to the #1 engine. The Flight Crew requested a downwind for return to ZZZ. All checklists were completed; landing data was run; Dispatch; ATC; and [Operations] were all informed. An uneventful overweight landing was completed at ZZZ.


Synopsis: B737 flight crew reported a bird strike on departure and returning to airport.
Date: 201707
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Dusk
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Ice/Rain Protection System Indicating & Warning
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Undershoot; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: We were cruising at FL320 when Center issued us a descend clearance to FL280 and then down to Pilots Discretion to FL260. The First Officer (FO) and I were discussing an MEL that was on the airplane that had to do with E1-Anti-ice fail because during our climb out. We encountered icing and got a Master Warning A/I Inoperative in Icing conditions on the EICAS; we proceeded to run the QRH and shortly after that we exited icing conditions and the Master Warning (MW) message went away. As we were cruising trying to figure out why we got a MW when the valve should of been secured open; we received the ATC clearance to descend. We put in the altitude but never started our descend because we were distracted looking at the logbook and trying to figure out why we got the MW in icing since it doesn't state that in the MEL book as one of the messages that would occur with that MEL on board. ATC then queries us and says 'hey I didn't give you Pilots Discretion (PD) down to FL280; I told you to descend down to FL280; I need you out of FL300 in 1.5 minutes.' We nosed the airplane over and started a descent at about 3000 FPM and got down below FL300 in about 45 seconds; we then continued on down to FL260. I asked ATC if he had any traffic separation issues and he replied: 'no; I took care of it.' We proceeded to land with no further issues. When we landed; I wrote up the MW message in the logbook and proceeded to call Maintenance so that they could take a look at the airplane.We got caught up in the MW message we received during icing conditions and the MEL for the Engine 1 anti-ice valve and were distracted from the situation at hand when given the descent. [Suggest] to pay closer attention to the task at hand and not get so focused on an issue that can be taken care of once you land.




Synopsis: EMB145 Captain reported a failure to descend due to the distraction of troubleshooting an anti-ice warning.
Date: 201204
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: B727-200
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Aircraft component: Door
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Maintenance
When detected: Routine Inspection
Result: General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was informed by company personnel that maintenance found during their post flight inspection that our aircraft was missing a ram air inlet door. Mid station inspection by my flight engineer was normal and the ram air inlet door was intact. Maintenance also completed an aircraft walk around at this stop. The exact time and where the door had come loose is unknown as all indications on the flight deck were normal.




Synopsis: A B727 Captain reported being informed after the fact that that an aircraft he flew apparently lost a ram air inlet door in flight.
Date: 201902
Local time of day: 1201-1800
Location: FVX.Airport, VA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Landing
Airspace: Class E FVX
ATC / advisory: CTAF FVX
Second aircraft: Amateur/Home Built/Experimental
Reporter organization: Personal
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: IFR (cross country) [to] FVX. On final approach; we cancelled IFR; and switched over to the CTAF. I made radio calls stating that we were on a 10 miles; 5 miles; 2 miles; and short final for Runway 21. I told my student since it was a beautiful day; to be on the lookout for VFR traffic in the pattern; During the flare; my student and I noticed a homebuilt/experimental began a power off-180 from downwind straight to final for Runway 03 (the opposite end of the runway we were on). I made a radio call to let him know we were currently landing on 21. The aircraft dropped so much altitude in a short period of time that by the time we had touched down; the pilot (older male) was on short final. We taxied as quickly as possible off the runway but the other aircraft overshot final and looked like he was going to land in the grass alongside the runway -- which was where we were headed. We missed each other by 100 feet. (horizontal) I believe. We got out of the way; and he still side-stepped and landed on Runway 03. I made radio calls trying to reach him during the event to let him know we were on a possible collision path; but I got no answer. I believe he didn't have a radio.




Synopsis: C172 flight instructor reported on landing; an NMAC with opposite direction NORDO aircraft.
Date: 201904
Location: ZDV.ARTCC, CO
Flight conditions: VMC
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZDV
ATC / advisory: Center ZDV
Second aircraft: Commercial Fixed Wing
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: Started the ZPLYN arrival into Denver at a lower altitude than typical (FL260). A lead aircraft 8 to 10 miles ahead descended in front of us. Winds aloft were light and on the nose. Air was smooth. We encountered the wake of this aircraft with maybe a 10 degree momentary left wing down roll. After the encounter; I asked the flight attendants if they were ok. They reported that they were fine.




Synopsis: B737NG Captain reported encountering wake turbulence on the ZPLYN THREE (RNAV) arrival into DEN at FL260.
Date: 201302
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Night
Aircraft: B737-400
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: Squat Switch
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Troubleshooting; Training / Qualification; Situational Awareness; Workload
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew FLC complied w / Automation / Advisory; General Maintenance Action; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: FL310. Autothrottles stopped working; but did not shut off. As we were troubleshooting autothrottles; cabin altitude horn sounded. Cabin altitude was 10;000 FT and climbing. Donned O2 masks and established communication. Declared emergency and began descent to FL240. Reiterated need for lower and were cleared to 10;000 FT. Advised flight attendants to sit down and don O2. Didn't appear we could catch cabin but were able using high flow packs to keep the cabin just below 14;000 FT. We were unable to send diversion message to Dispatch because ACARS thought we were on the ground. Called a nearby Station Operations and had them advise Dispatch. When aircraft and cabin were at 10;000 FT; advised (using jumpseat rider) passengers and flight attendants of the situation. Called flight attendants on interphone and determined they were OK and passengers were ready for landing. Since cabin altitude never reached 14;000 FT; passenger O2 masks were never deployed automatically or manually. Landed at a divert airport. [We] wrote up autothrottles and pressurization. Verbally discussed the fact that the aircraft seemed to think we were on the ground. [We] told them about the diversion message on the ACARS. Aircraft systems were operating as if the aircraft was on the ground. Cannot recommend maintenance since they still do not know what happened.

Callback: See callback narrative in ACN 1070645. Nose gear air ground squat switch partially failed in this first of two failures.



Synopsis: A B737-400 Cabin Altitude Warning sounded and the autothrottles stopped working at FL310 because the nose gear air/ground sensor partially failed so an emergency was declared and the flight diverted to a nearby airport.
Date: 201209
Flight conditions: VMC
Light: Night
Aircraft: A300
Operator: Air Carrier
Operating under: Part 121
Mission: Cargo / Freight / Delivery
Flight phase: Parked
Aircraft component: Instrument and Control Panels
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Human factors: Confusion
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Maintenance Action
Contributing factors: Human Factors; Logbook Entry; Procedure; Manuals
Primary problem: Human Factors

Narrative: During cockpit preparation; I was preparing the overhead panel when I noticed that the secondary gear down indicator panel and the cockpit voice recorder panel seemed to have had their positions swapped. I brought this to the attention of the Captain. We discussed whether the panels had to be in their 'usual' locations on the overhead panel. We then called Maintenance. Two mechanics arrived. We showed them the two panels and first asked if the panels seemed to be swapped; and if it was ok to take the airplane this way. The mechanics said the panels were usually swapped places and proceeded to unscrew the panels; swap their position; and screw the panels back in. We did not get an answer from the mechanics about whether it is required to have the panels in the same position for every flight. We did not make a logbook entry because our initial question what whether the panels; being swapped was a problem or not. The mechanics said they would take care of the logbook. However; no entries were ever made. Today; I still do not know if having those two panels swapped position is a mechanical irregularity or not. Everything required for flight was there; just not in its usual position.




Synopsis: Two A300 flight deck overhead panels were in locations other than typical as identified during the preflight setup. This condition was addressed verbally to the Local Maintenance technicians; who then proceeded to reposition the panels. It was reported that no logbook entry was made; and it appears that no maintenance manual was referenced.
Date: 201711
Local time of day: 1801-2400
Location: MSN.Airport, WI
Flight conditions: VMC
Aircraft: Cessna Single Piston Undifferentiated or Other Model
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Taxi
ATC / advisory: Tower MSN
Second aircraft: Small Transport; Low Wing; 2 Recip Eng
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Developmental
Human factors: Communication Breakdown; Training / Qualification
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Runway
Detector: Person Air Traffic Control
When detected: Taxi; In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Airport; Procedure; Human Factors
Primary problem: Human Factors

Narrative: I was training on Local Control. Aircraft X landed; I told them to turn left on a taxiway and contact ground. Aircraft Y was cleared to land and on a short final for an intersecting runway. Ground Control asked for a crossing. I said hold short. Ground told Aircraft X to cross the runway. My trainer reacted quickly and yelled hold short to Ground Control. At this time Aircraft Y had touched down and there was no way to send him around. Ground quickly told Aircraft X to stop and hold short of the runway. Aircraft X continued his crossing until realizing he needed to get off the runway. He made a 180 degree turn back; to hold short of 21 at the taxiway.




Synopsis: A Tower Controller reported the Ground Controller allowed an aircraft to enter a runway at the same time another aircraft was landing.
Date: 201209
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: IMC
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Horizontal Stabilizer Trim
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Troubleshooting; Training / Qualification; Distraction; Situational Awareness
Second reporter function: Captain; Pilot Flying
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 Returned To Departure Airport; Flight Crew Landed in Emergency Condition; General Maintenance Action; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Taking off from Runway 26; we were in the turn to assigned heading of 360 when the EICAS Message PTRIM MAIN INOP warning alert sounded. There were two additional messages that would appear periodically. I continued to finish the after take off check list. Then the Captain called for the QRH. Departure assigned us the new heading and altitude. I checked with the Captain to see if we wanted to accept those instructions. He decided that a block altitude would be best and to remain on our current heading. The Controller assigned the block of 4;000 to 8;000 FT. Upon completion of the QRH checklist; it was discovered that the backup pitch trim still operated and the autopilot functioned correctly. We declared the emergency and informed the Departure Controller souls and fuel aboard. We began setting up the aircraft for the approach back into the departure airport. I notified the Operations and sent a message to Dispatch. The Captain notified the Flight Attendant and the passengers. Before handing us off to Tower Control; Arrival Controller assigned us a speed of 190 KTS the initial approach fix and 170 KTS to final approach fix. Before contacting the Tower Controller; I suggested to the Captain that we slow as practical to gain a feel for the aircraft at altitude instead of turning off the autopilot at a low altitude to find out what the aircraft will do. The Captain agreed and when I checked on with the Tower Controller I made the request to have speed our discretion. Tower approved our request. We landed with no further incident. Pitch Trim Main inoperative.


Second narrative: Run through the checklist thoroughly; communicate with crew and ATC to make sure everyone is on the same page.


Synopsis: An EMB145 EICAS alerted PTRIM MAIN INOP after takeoff but the autopilot trim remained functional so an emergency was declared and the flight returned to the departure airport.
Date: 201202
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Dusk
Aircraft: PA-23 Apache/Geronimo Apache
Operator: Corporate
Operating under: Part 91
Flight plan: VFR
Mission: Ferry / Re-Positioning
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Commercial; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; General Maintenance Action; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: As I was climbing to my cruise altitude I started to notice my left engine running rough. I checked all of the engine instruments and noticed that cylinder #1 was indicating an EGT that was 600 degrees less than the others. I asked to return to my point of departure to have maintenance performed of the aircraft. ATC treated it as an emergency and I landed without incident.




Synopsis: A PA-23 pilot returned to his departure airport when the left engine started to run rough and one cylinder EGT indicated 600 degrees lower than the others.