elihoole/asrs-aviation-reports huggingface dataset:
Date: 202005
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: VMC
Weather elements / visibility: Turbulence; 50
Light: Daylight
Aircraft: M-20 T Predator
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Landing
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Elevator Trim System
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Single Pilot; Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Commercial
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Landed in Emergency Condition; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Human Factors

Narrative: Aircraft had just come out of annual and was returning to ZZZ to ZZZ1. All systems including trim; flaps; cowl flaps; flight controls; autopilot and avionics tested fully functional prior to departure. Entire flight and descent for landing went normally; however after extending flaps for landing; manual or electric trim control would not allow trim position to budge from cruise position. Control forces were far too great to allow a safe landing on a narrow 3;200 ft. runway in 20+ kt. gusts. Completed a missed approach and attempted a second landing but trim was still frozen. Missed the approach a second time and climbed to 5;000 ft. to troubleshoot. Contacted service facility by phone while informing ATC of the problem. When it was clear that further trouble shooting was useless and fuel was down to landing reserves (1 hour remaining); [requested priority handling] and requested vectors to wide 6;100 ft. Runway at ZZZ2 (10 miles away) for landing. Determined that considerable control force could be alleviated if I landed without flaps and at Vref +15. Landing was smooth and safe after aircraft floated about 4;000 ft. because of higher than normal speed. After landing a Maintenance Technician removed the front belly panel and found FOD that had dropped down from the cockpit opening in the trim housing to the trim chain below. The FOD blocked the sprocket from turning the chain and made trim adjustment impossible. Since the plane was in light turbulence for most of the flight; the FOD most probably shifted from an undetectable benign position to a highly dangerous one. Maintenance shop is now removing the trim cover during all annual inspections to check for FOD.




Synopsis: Pilot reported that a trim malfunction resulted in a diversion.
Date: 201407
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: MD-83
Operator: Air Carrier
Operating under: Part 121
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Pneumatic Ducting
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; General Declared Emergency; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At approximately 3;000 MSL after takeoff we had a Tail Comp Temp High Light come on. I was flying so the First Officer did the red box items and got the QRH out. The light went out after about 2 minutes. QRH said to land at nearest suitable; so we returned. We declared an emergency and landed at 142;000 LBS. Touchdown was uneventful and less than 100 FPM. Fire Department met aircraft and scanned tail cone. They told us it was around 300 degrees with no visual smoke or damage. Returned to gate and flight was cancelled.


Second narrative: Master warning came on during initial climb out. Leveled off at 3;000 FT. Pilot not flying executed memory items for 'Tail Compartment Temp High light' declared an emergency with ATC. Was vectored back to land in overweight condition; 142k landing weight. Captain made a smooth landing at minimum descent; approximately 100 FPM. [We] taxied off the runway and stopped to ask the ARFF to get a temp reading on the tail cone. They said it was around 300 F. no visible fire or smoke. We then taxied back to the gate; finished the checklist and shut the airplane down.


Synopsis: MD83 Captain experiences a Tail Comp Temp High light during initial climb. The First Officer accomplished the immediate action items then the QRH indicated landing at the nearest suitable airport.
Date: 201509
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: Marginal
Weather elements / visibility: 10
Light: Night
Aircraft: Aero Commander 500 Series
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Captain; Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Diverted; Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition; Flight Crew Landed As Precaution
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: I had just reduced the manifold pressure in anticipation of a descent. I noticed that the oil pressure needle was starting to drift down on the starboard engine; and the manifold pressure needles had split slightly and risen slightly on the starboard engine. I elected to shut down the starboard engine per the checklist; and continue the flight. As it was night; and the terrain was mountainous; I asked ATC for a diversion to the nearest airfield for a precautionary landing. ATC gave a vector heading to the airfield. I requested some landing information from ATC. That bought me time to review the airport on the chart. The winds were calm so a straight in approach was selected. The approach and landing was uneventful.Post flight revealed that the oil dipsticks were not properly installed; and oil had siphoned out in flight. I disobeyed my own rule of not letting anyone interrupt me during a preflight; and had walked away from my airplane. Being night time; discrepancies were harder to spot. I should have redone the preflight from the beginning. For sure; I will not let this happen again. Finally; thanks to ATC for being so helpful; and the hospitality of the ground crew.




Synopsis: An AC50B pilot reported inflight shut down of the right engine as a precaution when discrepancies were noted in oil pressure and manifold pressure.
Date: 202105
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 135 ER/LR
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Climb; Initial Climb
Airspace: Class B ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pressurization Control System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed As Precaution; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Departure Airport; Flight Crew Returned To Gate; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Upon initial climb out of ZZZ on the R1 RNAV departure operating Flight XXXX ZZZ - ZZZ1 I noticed that the flight deck seemed much louder than usual. We double checked the security of all windows and proceeded with the departure. Monitoring the cabin altitude we noticed that the cabin altitude kept climbing as we did. Once we reached 11 thousand on the departure the cabin altitude was at 4000 and rising. We leveled off at 13 thousand to see what the pressurization would do. The outflow valves never closed and the cabin altitude kept rising. The collective decision was to notify ZZZ2 Center that we would like to precautionary return to ZZZ. After informing ATC of our issue they gave us radar vectors back to ZZZ and a decent clearance to 10 thousand feet. Center ended up declaring [for our] aircraft in order to get us priority vectors back to the airport. Upon landing the fire trucks and airport ops waited for us to vacate the runway to check on the passengers and flight crew. No injuries were reported and passengers were safely deplaned and escorted inside the location with out incident.Possible failure with some part of the pressurization systemThe crew communication and CRM decision making was exceptional and was all handled with utmost professionalism.




Synopsis: First Officer reported an air turn back after cabin would not pressurize.
Date: 201907
Local time of day: 0601-1200
Location: ZFW.ARTCC, TX
Flight conditions: VMC
Light: Daylight
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying; Check Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Dispatch
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Overcame Equipment Problem
Contributing factors: Procedure; Human Factors
Primary problem: Procedure

Narrative: During en-route; we got a message from [Dispatch] advising us that a passenger who did not make the flight had checked a bag that made our flight with a Lithium Battery. Upon further investigation with Cargo Supervisor; we found out that it was a small 20 volt 2.0 amp 40 watts per hr spare not attached to the drilling tool. I spoke with [the Dispatcher] and asked him to speak with his Supervisor as well as Chief Pilot to seek their recommendation since we were overweight and had to [request priority handling] that could have created a bigger issue. I agreed with them and made a decision to continue to [the destination].




Synopsis: A321 Captain reported airborne Dispatch notification of passenger cargo bag containing unconnected Lithium Battery onboard belonging to a passenger who did not board flight.
Date: 201401
Local time of day: 0001-0600
Location: ZSE.ARTCC, WA
Aircraft: B737-900
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZSE
ATC / advisory: Center ZSE
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Confusion; Human-Machine Interface; Workload
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Aircraft; Weather; Human Factors
Primary problem: Human Factors

Narrative: Two wrong fixes were entered in the route of flight on the ground and the error was not caught until enroute. The PDC was not available so the clearance was read over the radio. The initial part of the clearance was read and then an 'as filed' was given for the remainder. The pilot not flying entered KU03O in the route instead of KU03M and entered PDT based on the canned flight plan used on other flights. The pilot flying did not verify the entire route of flight as the De-ice Coordinator entered the cockpit and interrupted our checklist. They de-ice aircraft at the gate in [our departure airport]; so we had to initiate communication with the truck and configure the aircraft for de-ice. Enroute we caught the discrepancy as we approached KU03O and requested direct to JKNOX. We were approximately 3 miles off course as we were cleared to JKNOX and the HHOOD arrival. The route of flight was input incorrectly into the FMC and a full route cross verification was not completed by the other pilot on the ground.




Synopsis: A B737NG flight crew failed to manually enter their aurally transmitted clearance into their FMS and a minor track deviation occurred prior to their discovering of the error.
Date: 201204
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Skylane 182/RG Turbo Skylane/RG
Flight plan: VFR
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Second aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Reporter organization: Government
Reporter function: Ground
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Situational Awareness; Communication Breakdown
Second reporter function: Local
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued New Clearance
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: I taxied a C182 to the runway for an Intersection C departure. I marked the strip as required. A PA28 was in the touch and go pattern for the runway. Local Control cleared the C182 for take off after the PA28 crossed the landing threshold but not yet past Intersection C not realizing that the C182 was at the intersection instead of full length. Our SOP allows for written communication for intersection departures. I recommend all intersection departures require a verbal APREQ.


Second narrative: I was working Local Control. Ground Control taxied a C182 to the runway at Taxiway C Intersection. A PA28 was doing a touch and go on the runway. I thought the C182 was at the end of the runway and cleared him for take off. Ground Control caught the mistake and promptly told me. I stopped the C182 from takeoff roll in front of the PA28 but the C182 passed the hold short line. The PA28 also stopped on the runway. The C182 was told to make a 180 and hold short of the runway at C again. The PA28 exited the runway and taxied back to the runway to depart again. The C182 then departed the runway at C Intersection. The PA28 departed and completed more touch and go's. Neither pilot complained. I need to make sure I see where the aircraft is prior to clearing him for take off. I need to look at the strip marking in front of me to make sure where the aircraft is supposed to be.


Synopsis: Ground Controller described a go around event when the Local Controller failed to note the requested intersection departure on the strip; assumed traffic was at the end of the runway and cleared the aircraft for takeoff.
Date: 201212
Local time of day: 0001-0600
Location: C90.TRACON, IL
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: TRACON C90
Second aircraft: Commercial Fixed Wing
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued New Clearance
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Human Factors

Narrative: I was vectoring Air Carrier X to Runway 9R. I was told to follow Air Carrier Y who was being vectored on a 360 heading by another Controller to Runway 10 (a parallel runway that is not far enough apart from 9R to run simultaneous approaches without monitors.) I was on a heading to pass behind and follow Air Carrier Y. Air Carrier Y had equipment issues that wasn't going to let it taxi off the runway upon landing. When the other Controller told Air Carrier Y to turn to a 070 heading to join the localizer; the pilot told her that he was not yet ready to land. The other Controller then turned Air Carrier Y to the right to a heading of 120. The pilot read this turn back but didn't take it. She then turned him right to a heading of 180. The pilot read this turn back as well but didn't state that he was making a right turn. Air Carrier Y appeared to be in a left turn when the pilot asked the other Controller to verify that he was supposed to be in a left turn to a 180 heading. At this point I and the other Controller tried to get both aircraft to report the other in sight. Both aircraft reported the traffic in sight; but when told to maintain visual separation Air Carrier Y didn't reply with a call sign and Air Carrier X didn't reply at all. I feel that if the pilot had done what he was instructed to do there would not have been a loss of separation.




Synopsis: C90 reported a probable loss of separation event when two air carriers being vectored for parallel runways; one with equipment issues; failed to properly acknowledge a 'maintain visual separation' instruction.
Date: 202007
Aircraft: B787-900
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Aircraft component: Antiskid System
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Aircraft; Procedure; MEL
Primary problem: Procedure

Narrative: While troubleshooting Log Page # XXXXXXX; anti-skid status message MEL; [I] discovered [that the] #5 Main Landing Gear wheel assembly magnetic flux ring [was] missing from [the] wheel. [The] wheel assembly was changed [on a later date] on Log Page #YYYYYYY.




Synopsis: Technician reported discovering a component that was missing and not installed while troubleshooting an anti-skid discrepancy;
Date: 202006
Local time of day: 0601-1200
Location: ZZZ1.TRACON, US
Flight conditions: VMC
Weather elements / visibility: 25
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ1
ATC / advisory: TRACON ZZZ1
Second aircraft: Small Aircraft; Low Wing; 2 Eng; Retractable Gear
Aircraft component: Transponder
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft TA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Aircraft
Primary problem: Aircraft

Narrative: On a VFR flight to ZZZ I received a message on my Garmin GTN750 that the transponder was not operative; but then only after I had pressed the MSGS button about 15 minutes into the trip. (Normally the transponder turns on automatically with the master avionics switch that turns on the GTN 750 and all other avionics. Then the remote transponder switches from Standby to Mode C operation when exceeding a certain speed on takeoff.) Upon discovering this; I tried to recycle the GTX345-R transponder several times; but it would not turn on. I made a U-turn back to ZZZ  airport due to the faulty equipment. I was flying part of the time within the Mode C veil around ZZZ1. I was under Class B airspace and not within it. On the way home to ZZZ; I saw Aircraft  Y on my GTN navigation screen coming at me southbound at same altitude from right to left. I dived down in time to go under Aircraft Y by about 500 feet and directly above my aircraft. A traffic alert on my GTN was given just before doing so. I doubt that Aircraft Y's pilot observed my aircraft because it did not deviate at all. The lack of a transponder output by my aircraft may have prevented any presentation on Aircraft Y's ADS-B display; the Aircraft Y's pilot may have been expecting one from any other aircraft within the Mode C veil.I recommend that the transponder window on the GTN750 should have a bright red alert flashing icon when the transponder is inoperative. There is nothing noticeable currently other than the small abbreviation for Standby. I should have included that window in my scan after takeoff.




Synopsis: AA5 pilot reported an NMAC with a light twin at 7;000 feet in the vicinity of ZZZ; citing the failure of his transponder as possibly contributing.
Date: 201205
Local time of day: 1201-1800
Location: CMA.Airport, CA
Flight conditions: VMC
Weather elements / visibility: 30
Light: Daylight
Aircraft: Cessna Stationair/Turbo Stationair 6
Operator: FBO
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Initial Approach
Airspace: Class E SCT
ATC / advisory: TRACON SCT
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Communication Breakdown; Confusion
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Coming in for the IFR approach to CMA outside of FIM VOR we were rerouted from FIM SESPE to FIM COOGA. FIM COOGA is the 132 radial from FIM to COOGA Intersection. This is on the CMA VOR 26 approach plate. Our initial clearance had cleared us to CMA airport which was our destination. From COOGA the procedure requires a Procedure Turn (PT) for course reversal onto the final approach course. Upon arriving at COOGA we made a turn to 097 heading to do a tear drop entry for the PT. As we were on a 097 heading; ATC called and asked our heading. We told them 097 in the PT. They then told us they didn't want us to do a PT. Turn to a heading of 280 to intercept the final approach course of 247. We complied and intercepted the final course outside of BAINE. The confusion arose from the fact that ATC said they did not want us to do the PT. We were cleared to the CMA airport via COOGA Intersection and the PT is what is depicted on the Approach Plate from COOGA. If the Controller did not want us to do what is published then I believe other instructions should have been given.




Synopsis: A training flight inbound to CMA for the VOR 26 approach was questioned by ATC when navigating for the required/published Procedure Turn depicted on the procedure.