elihoole/asrs-aviation-reports huggingface dataset:
Date: 202111
Aircraft: Yankee AA1
Operator: FBO
Operating under: Part 91
Mission: Training
Flight phase: Landing
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Flight Instructor
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Strike - Aircraft; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Student Pilot I endorsed on first solo. Second Landing resulted in a prop strike. No Injuries. Engine will need a tear down. Prop may be able to be repaired. No other injuries or damage.




Synopsis: Flight instructor reported a student on a solo flight experienced a prop strike during landing.
Date: 201301
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Weather elements / visibility: 100
Light: Daylight
Aircraft: Amateur/Home Built/Experimental
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class G ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Reciprocating Engine Assembly
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Commercial
Anomaly: Aircraft Equipment Problem Critical
When detected: In-flight
Result: Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition; Flight Crew Diverted; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After a pleasure flight; while roughly 10 miles east of the airport; at about 4;000 feet; the motor in my Kitfox 4 experimental; ran roughly and quit. I landed uneventfully on a highway and after discussion with the Sheriff I was allowed to fold the wings and tow the aircraft back to the airport. No determination has yet been made as to why the motor quit; however; there was roughly 20 gallons of gas remaining. NO Damage to aircraft or property occurred. I haven't figured out how to prevent a recurrence. Numbers above are approximations; not exact figures.




Synopsis: Kitfox pilot experiences an engine failure at 4;000 feet and lands on a highway. The wings are folded and the aircraft is towed back to the airport.
Date: 201202
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 20
Light: Night
Aircraft: Citation Excel (C560XL)
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Normal Brake System
Component problem: Failed
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Flight Engineer; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Workload; Troubleshooting; Distraction; Training / Qualification
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Fuel Issue
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution; Flight Crew Took Evasive Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While on approach to our planned destination; the landing gear was selected down at which time our Power Brakes circuit breaker opened and we received an Anti-Skid Inop annunciator and a LO Bake Pressure annunciator as well the Master Caution. We performed a go-around to assess the situation and run the abnormal checklist. We determined that we would not have our Normal Braking system. We diverted to a nearby major airport. We selected the longest runway and while on final approach we declared minimum fuel. We landed without Normal Brakes using the Emergency Brake system and thrust reversers. We were able to taxi clear of the runway however we requested and received a tug to tow us to the General Aviation Ramp.




Synopsis: A CE560XL Power Brakes circuit breaker opened simultaneously annunciating the Anti-Skid Inop and LO Brake Pressure so a go around was executed and the flight diverted to nearby major airport.
Date: 201812
Local time of day: 1201-1800
Location: RUT.Airport, VT
Flight conditions: IMC
Weather elements / visibility: Rain
Light: Dusk
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Taxi
ATC / advisory: UNICOM RUT
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Confusion; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Became Reoriented
Contributing factors: Airport; Procedure
Primary problem: Ambiguous

Narrative: This evening out of RUT we left the ramp and proceeded via Taxiway E for a Runway 19 departure. 100 yards into the taxiway we were left with no more taxiway; but a road then the continuation of E. We were forced to pull into a ramp and stop and reposition via tow. Evidently in late OCtober Taxiway E was closed and a new taxiway was opened to parallel Runway 19 called Taxiway A. The Jepp 10-9 and Garmin sSfe Taxi still show taxiway E and no taxiway A. We found no NOTAMs and nothing in [Company notes]. It may be in print but I couldn't locate. The FBO staff said it was dropped from the NOTAMs for some reason and we were not the first to make this mistake. We had no damage or issues other than shutting down and being repositioned. Suggest providing NOTAM and have Jepp 10-9 changed and Safe Taxi changed. Also local authorities need to have sign fixed and perhaps a handout to crews from FBO.




Synopsis: Corporate jet First Officer reported a portion of taxiway 'E' at RUT is unusable due to construction and that the NOTAM alerting crews to the situation has been removed.
Date: 201401
Local time of day: 0601-1200
Location: ZZZ.Tower, US
Flight conditions: VMC
Aircraft: MD-83
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Landing Gear Indicating System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Upon lowering the landing gear on approach the left main gear indicator light (green) was blank. Nose and right main indicating green. I assumed it was a bulb failure but did a go-around to be safe and before raising the gear asked the Tower for a look/see and they said all appeared normal. We thought cycling the gear might also resolve the problem so the landing gear was raised after passing the Tower. VFR/CAVU weather.   While I was trying to find spare bulbs and the First Officer was flying; he tested the annunciator lights and noticed that now that none of the landing gear green or red lights would come on. Regardless I replaced two of the four left main light bulbs. On down wind we lowered the landing gear early to see what indications we would get. All the physical; audible; and nose gear extended indications were completely normal; however now the entire gear annunciator panel was blank/inop. I then found the 'Landing Gear Warning' P26 circuit breaker popped. I attempted to reset it but it would not.  Knowing there is no specific emergency procedure for this; we declared an emergency; and proceeded with a normal landing. I felt 99% sure this was an annunciator problem and not a landing gear problem. The landing was normal except for continuous aural warnings. We pulled the CAWS circuit breaker after landing to stop the aural warnings. The emergency crews indicated every thing looked normal so we taxied to the gate.   Maintenance did subsequently find an electrical problem with the gear annunciator panel.




Synopsis: MD-83 Captain reported problems with the landing gear indicating system that developed into a complete failure. Crew was confident the gear was down so they declared an emergency and made a normal landing.
Date: 202001
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: Marginal
Weather elements / visibility: Cloudy
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Aircraft component: Elevator
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Rejected Takeoff; Flight Crew Took Evasive Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Rejected takeoff due to the flight controls feeling abnormal prior to rotation. Elevator controls moved aft uncommanded and abruptly. Then felt very loose.




Synopsis: EMB-145 Captain reported a rejected takeoff due to elevator control issues.
Date: 201704
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: M-20 J (201) / Allegro
Operator: Personal
Operating under: Part 91
Mission: Personal
Flight phase: Landing
ATC / advisory: CTAF ZZZ
Aircraft component: Landing Gear
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown; Ground Event / Encounter Gear Up Landing
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: In the process of a normal landing in light wind; VFR conditions I simply failed to select gear down. I did not maintain a 'sterile cockpit'; and believe this distraction contributed. I did have my checklist present; but obviously did not utilize it properly. This could have been avoided by being more precise and deliberate.




Synopsis: A M20 pilot reported he was distracted; did not complete the landing checklist and landed gear up in VMC conditions with light winds.
Date: 201902
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
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; Ground Event / Encounter Person / Animal / Bird
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Rejected Takeoff; Flight Crew Returned To Gate; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: At approximately 85-90 knots during the takeoff roll; I; pilot monitoring; observed a large owl fly beneath the nose and right side of the aircraft; then heard a loud thump. I called 'bird strike' and the Captain initiated the rejected takeoff procedures. We accomplished the rejected takeoff QRC (Quick Reference Checklist) actions and exited the runway and returned to the gate. 4-5 fan blades in the number 2 engine were bent and the aircraft was removed from service.




Synopsis: B737 First Officer reported a bird strike during takeoff roll and performed a rejected takeoff.
Date: 202010
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: TRACON ZZZ; Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Training / Qualification; Situational Awareness
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: Departing ZZZ the pilot flying rotated to about 12 degrees. The aircraft was relatively lightly loaded. During the climb below acceleration height the airspeed increased (possibly due to being lightly loaded and current winds). I told the pilot flying to increase pitch; but the airspeed reached around 165 (possibly 166) for around 1 second. The airspeed stayed well below the AFM flaps 15 limit. I contacted the company for clarification on whether or not this required a logbook entry and was advised that this did not require an entry.  This was the last leg of the trip that night after sitting around for several hours. I should have been more proactive in identifying the airspeed trend increase and brought it to the PF's attention sooner.Being more proactive in identifying the airspeed trend would have allowed me to bring it to the PF's attention sooner.




Synopsis: Air Carrier First Officer reported a flap over-speed due to a rapid climb rate; resulting from a light passenger load.
Date: 201303
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Daylight
Aircraft: Dash 8-300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: TRACON ZZZ
Aircraft component: Pressurization System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After passing through 11;500 [FT] MSL in our climb the CABIN PRESS warning light came on. We immediately executed an emergency descent to 10;000 FT; and after advising Departure of our need to immediately come down to 10;000 [FT]; I chose to declare an emergency to get that altitude. We ran the appropriate checklists while circling and the cabin pressurization issue was resolved. I contacted Dispatch before proceeding on to our destination; and after verifying we had enough fuel for the flight to continue at a different altitude (10;000 FT); we continued the flight uninterrupted to our destination.




Synopsis: As they climbed through only 11;500 FT MSL the flight crew of a DHC-8 were alerted by a CABIN PRESS warning light. They declared and emergency; descended to 10;000 FT MSL; resolved their problem and continued to their destination after verifying sufficient fuel on board to do so.
Date: 201510
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Night
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Autoflight Yaw Damper
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution; Flight Crew Overcame Equipment Problem; Flight Crew Regained Aircraft Control
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Climbing through FL270 the aircraft started violently rolling left and right; uncommanded; and very near uncontrollably. There were no associated messages on the EICAS panel nor were there any lights illuminated on the overhead panel. What needs to be emphasized here is that it was very difficult to maintain control of the aircraft and there were no associated messages notifying us of a problem. We leveled off at FL270; slowed to 250 knots; notified ATC of our deviations and basically just worked to keep the aircraft straight and level. Quickly; the FO and I determined that the first thing we should do was to isolate the yaw dampers. After turning the right one off the problem persisted so we switched it back on and tried the left one. Once it was switched off the problem stopped. At that point; we notified ATC that we would be remaining at FL270 and would be returning to normal speed.  I called maintenance control and Dispatch to bring them up to speed on our issue. Maintenance just told us to follow our QRH procedure of which there was none due to not having any associated EICAS message; and Dispatch asked us if we felt comfortable continuing on to [a nearby alternate]; [to] which I replied yes because we were already halfway there and had 95 knots of wind on the tail. The rest of the flight was uneventful. Once on the ground; the mechanic meticulously followed his maintenance procedures inspecting the aircraft for stress and damage and informed us that maintenance engineering had pulled the data which apparently did not show a problem with the yaw damper nor were any exceedences recorded.  He ended up deferring the left yaw damper and we pressed on to [destination].


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


Synopsis: B757-200 flight crew reported diverting to a nearby alternate when they experienced violent nearly uncontrollable rolls in climb at FL270 from a malfunctioning yaw damper.
Date: 201511
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Vehicle Driver
Human factors: Distraction; Situational Awareness
Anomaly: Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Vehicle
Detector: Person Ground Personnel
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Company Policy; Human Factors
Primary problem: Ambiguous

Narrative: During pushback procedure a vehicle crossed behind the plane. I applied the brakes to slow down and stop. Once cleared of the vehicle; continued with pushback. After debriefing with my wing walker I was told the vehicle driver was distracted while using his cell phone. No damages occurred; and all clear to push; clearance; and stop signage was used.




Synopsis: A tractor driver stopped the pushback when a vehicle was observed crossing behind the aircraft while the driver was using a cellphone.
Date: 202111
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Other Flight School
Operating under: Part 91
Mission: Training
Flight phase: Parked
Aircraft component: Horizontal Stabilizer Control
Component problem: Failed
Reporter organization: Personal
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Aircraft

Narrative: Aircraft returned from [a] training flight and reported a loss of elevator control. Upon inspection of the horizontal stabilizer control system; a broken cable was found. The lower stabilator control cable was found broken at the stainless steel threaded cable end along the run between the balance weight tube and the turnbuckle in the aft fuselage. Further inspection of the break found corrosion around the stainless steel end of the cable and on the turnbuckle itself. The cable break occurred in an area that is inspect-able; but was missed on 100hr inspection. Aircraft was in compliance with AD 2013-02-13 but the inspection was performed 6 years prior to this incident.

Callback: A call was made to the reporter and the following questions were asked as well as the reporters responses:1) What is the subject aircraft manufacture date?Aircraft is a 1981 PA-28.2) What were the accomplishment dates of the AD mandated inspections per Service Bulletin 1245A done on the subject aircraft?AD 1245A specifies inspection every 7 years or 2;000 hrs; whichever comes first; and this aircraft was inspected in 2015.  Corrosion was missed during the annuals because this area is very hard to get to for inspection; and they have taken steps to assure it will be caught earlier going forward.  The other 5 PA-28s in their company fleet show no corrosion in that area.



Synopsis: Aircraft Maintenance Technician inspecting PA-28-181 aircraft reported finding a broken Lower Stabilator control system cable. Cable was broken due to corrosion. This damage is the subject of AD 2013-02-13.
Date: 201409
Local time of day: 1801-2400
Location: PHX.Airport, AZ
Flight conditions: VMC
Aircraft: MD-11
Flight phase: Parked
Aircraft component: Navigation Database
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification; Confusion
Second reporter function: Pilot Not Flying; Captain
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Chart Or Publication; Procedure
Primary problem: Human Factors

Narrative: The Captain selected the new monthly database during our departure planning.  There was corrupted data for the ILS 30 OAK. We proceeded to the visual approach and landing rwy 30 OAK.


Second narrative: I loaded the new FMC Database a few hrs early during preflight. It was the effective date but it was not the time. This is not procedurally correct but I made an error regarding the time of changeover. However; by using this Database we discovered some discrepancies between it and the Jeppesen Database with the same effectivity that are significant. The OAK ILS 30 waypoints; MITOE and WUVON; had differing altitudes between Jepps and the FMS; plus the fix JENFR was missing. I got ahead of the timeline for updating the MD-11 FMS Database. I just looked at the effective date and updated without considering the Zulu Time. Discrepancies between the 2 Databases are outside my control. Wait until proper time to update FMS.


Synopsis: MD-11 flight crew changes the FMC database six hours early and finds that there are differences between the FMC OAK ILS 30 and the Jepp ILS 30 with the same effective date. A Visual Approach and landing is accomplished.