elihoole/asrs-aviation-reports huggingface dataset:
Date: 201302
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Night
Aircraft: Robinson R44
Operator: Air Taxi
Operating under: Part 135
Flight plan: None
Mission: Passenger
Flight phase: Cruise
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Taxi
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Rotorcraft
Human factors: Situational Awareness; Human-Machine Interface
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; 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
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was approximately 15 minutes (and 8 miles from ZZZ) into the 30 minute tour when I saw the low fuel warning light begin to flicker. I immediately turned back towards the airport. I flew about two miles and made the decision that it was necessary to make a precautionary landing in a field that I was familiar with from doing tours the previous summer. I successfully landed the helicopter with the engine running normally with no anomalies; damage; or injuries. Prior to my departure I had determined that there was ample fuel on board to meet the flight requirements plus the required reserve amount fuel. Post maintenance evaluation showed that there was less fuel on board than I had calculated; thus leading to the low fuel indication. This event has led me to change my practices in fuel estimation and allowances in all activities. In the future I will absolutely exceed the minimum requirements for fuel and allow for at least an extra 15-20 minutes. This is something that I take very seriously; and assume the responsibility for.




Synopsis: R44 pilot reports seeing the low fuel warning light began to flicker 15 minutes into a 30 minute flight an elects to land in a field. The warning is found to be valid.
Date: 201903
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Commercial; Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Passenger Electronic Device
Detector: Person Ground Personnel; Person Gate Agent / CSR
When detected: Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Procedure; Human Factors
Primary problem: Procedure

Narrative: Flight operated without incident. Shortly after deplaning; one of the ramp agents informed me that one of the gate-checked bags he just removed from our aircraft was a smart bag; and the battery had not been removed. The ramp agent said that he informed the passenger that in the future; she must remove the battery from her smart bag before checking it. I notified the Company of the situation. As the passenger had already been corrected; there was no further action required.As I and the flight crew have preflight duties to perform; we are unable to directly supervise the ramp/gate agents as they receive the gate checked bags. The only way to ensure that this does not happen again is to retrain the ground operation [crew] on how to handle smart bags; as well as periodic monitoring of their performance.




Synopsis: CRJ-200 Captain reported being notified by Ramp Agent that a gate-checked bag was transported with a Lithium Ion battery attached.
Date: 201506
Local time of day: 0001-0600
Location: PNS.Airport, FL
Flight conditions: VMC
Weather elements / visibility: Turbulence
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZJX
ATC / advisory: Center ZJX
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Second reporter function: Pilot Not Flying; Captain
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control; Flight Crew Returned To Clearance
Contributing factors: Weather
Primary problem: Weather

Narrative: Over Pensacola; FL at FL350; aircraft encountered severe turbulence that lasted 10 seconds [or more]; followed by moderate turbulence. The weather did not show on the radar. LNAV and VNAV disconnected and aircraft jolted upwards approximately 1;300 to 1;400 feet. I turned the auto pilot off; slowed the aircraft down and simultaneously brought the aircraft back to FL350. ATC was advised of encounter and altitude deviation. At the time of the occurrence Captain was using the lavatory and returned to the flight deck as soon as he could. There were no injuries during the incident. Aircraft landed safely without any further incidents.


Second narrative: [Report narrative contained no additional information]


Synopsis: A B737 flight crew reported encountering severe turbulence that resulted in a 1;400 foot excursion from their cleared altitude.
Date: 202007
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
Aircraft component: Flap Control (Trailing & Leading Edge)
Component problem: Malfunctioning
Reporter organization: FBO
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Student
Human factors: Training / Qualification
Anomaly: Aircraft Equipment Problem Less Severe; Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Object; Ground Excursion Runway
Detector: Person Flight Crew
When detected: Other landing roll
Result: Aircraft Aircraft Damaged
Contributing factors: Human Factors; Aircraft
Primary problem: Ambiguous

Narrative: I had been flying for about an hour already. I had done 2 full stop landings and 1 go-around; nothing seemed particularly out of the ordinary. When I came in for my 3rd landing I had been in the pattern and maintaining proper speeds (65 on final; 70-75 on base) using pitch with the throttle idle (which is something I have been particularly intentional about lately to stay up to par for any possible emergency landings). When I came in everything seemed normal; I touched down and I applied my brakes. For some reason; it didn't feel like I was slowing down fast enough and I kept pressing the brakes. Halfway down [the] runway; I made the decision to do a go-around because I thought that it was the safer option given I felt things were too fast on the tarmac and was not confident about the braking being sufficiently effective. I put in the carb heat; put flaps up; waited a moment to hear them get into place; and then I put in full throttle to take off again. As I put in the throttle and prepared for the requisite right rudder for takeoff; I ended up veering a pretty sharp left off of the runway into the grass; hitting a few lights along the way. I did not try to get back on the runway; but rather went to the closest taxiway and headed over to the FBO to do a safety check on the airplane and call my CFI. I did the shutdown checklist to make sure nothing was overlooked before leaving the airplane. When I got out of the aircraft I noticed that the flaps were stuck at 20 degrees (even though the flap lever had been all the way up) and that the propeller had been chipped up at the ends. I turned on the master switch again to see if I could put the flaps up and they were stuck. I was instructed to leave the airplane there and I went back to the flight school by car.




Synopsis: C172 student pilot reported loss of directional control and runway excursion after landing during an unsuccessful go-around attempt.
Date: 201209
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Attendant; Person Flight Crew
When detected: Other Takeoff roll
Result: Flight Crew Returned To Gate; Flight Crew Regained Aircraft Control; Flight Crew Rejected Takeoff; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were cleared for takeoff and the Captain set the power and accelerated normally. I made the 100 KT call and then the aircraft yawed to the left and then snapped back towards the centerline. It then did this once more and the Captain initiated an abort. I made the call to Tower that we were aborting. We slowed the aircraft and then taxied off the runway.I made the 'Remain Seated' call to the passengers and Tower asked if we could turn onto the Delta Taxiway. We did; but we did not set the parking brake. I requested CFR be sent to check for any indication of a fire and then ran the QRH with the Captain during which we noted the brakes were in the Cooling Zone of the brake cooling chart. I spoke with the Flight Attendants and the Captain made an announcement to the passengers. Once we determined there was no fire and that we could return safely to the gate; I called Maintenance; Operations; and the ramp while the Captain talked to Ground and taxied to the gate. Before coming to a stop; we made sure the ground crew knew not to chalk the mains; only the nose wheel. Once at a stop; we shut down the engines. Emergency Services came up and said that the brakes reached 650 degrees. We spoke to the flight attendants on the ground who said they felt the yaw and that the rear flight attendants were thrown side to side in their jump seats. There were no injuries reported.


Second narrative: [Narrative 2 contained no additional information.]


Synopsis: Uncommanded deviations in the yaw axis during late stages of the takeoff roll resulted in a rejected takeoff performed by the flight crew of an unidentified air carrier aircraft.
Date: 202009
Local time of day: 1201-1800
Location: ZLA.ARTCC, CA
Flight conditions: Marginal
Weather elements / visibility: Haze / Smoke; 3
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
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Commercial
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: During flight; heavy smoke reduced the in-flight visibility to marginal VFR. While smoke was present for most of the flight; the visibility reduction was primarily between 2O7 and IYK. It was estimated that the in-flight visibility met VFR minimums; but it was marginal. All METAR reports along the way indicated VFR conditions; and conditions were better at lower altitudes. The pilot elected to descend to 3;500 ft. AGL and eventually 3;000 feet AGL to maintain visibility. The pilot was aware of the fire that had recently started and was contributing to the majority of the smoke; but not aware of the severity of the smoke. No PIREPS in the area indicated the severity. ADS-B and terrain avoidance systems were used to increase situational awareness in the degraded conditions. Ultimately; lack of information of the severity of the smoke led the pilot into a potentially hazardous environment. The hazard may have been better mitigated by delaying the flight to allow more satellite frames to be collected; showing the flow of the smoke in the Owens Valley. In the future; the PIC will be much more cautious in flying when smoke from wildfires is present.




Synopsis: Pilot reported encounter with heavy smoke from wildfires; resulting in descent to altitude necessitating terrain avoidance.
Date: 201901
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: MD-83
Operator: Air Carrier
Operating under: Part 121
Flight phase: Initial Approach
ATC / advisory: Tower ZZZ
Aircraft component: Nose Gear
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Executed Go Around / Missed Approach; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During visual approach; just prior to outer marker; nose gear unsafe indication noted. Executed a 'soft go-around' procedure. Executed QRH procedure which resulted in confirmed proper nose gear extension. Followed all appropriate company procedures and coordination items and returned for an uneventful landing runway. After landing; [we] had landing gear system 'pinned' as an additional precaution before repositioning to the gate. Mechanical malfunction of the landing gear system.




Synopsis: MD-83 Captain reported a go-around due to unsafe nose gear indication.
Date: 201208
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: Cessna 340/340A
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Left engine started running very rough for approximately 10 seconds followed by an immediate seizure. Propeller was not able to feather. [I] declared an emergency with ATC. Aircraft returned to land at [departure airport]. Emergency vehicles were dispatched. Aircraft landed normally. Aircraft taxied under own power to FBO. After quick inspection of the left engine it was evident an internal catastrophic failure had occurred with the crankcase being broken near the #2 cylinder with evidence of a broken connecting rod. Further investigation and analysis will be required for a proper cause. No other damage done to the aircraft.




Synopsis: C340 pilot reported that the left engine had a catastrophic internal failure and then failed to feather. Aircraft landed with no other issues after an emergency was declared.
Date: 201407
Local time of day: 0601-1200
Location: HCF.TRACON, HI
Flight conditions: VMC
Light: Daylight
Aircraft: Widebody; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E HCF
ATC / advisory: TRACON HCF
Second aircraft: Small Transport
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion
Anomaly: ATC Issue All Types; Conflict Airborne Conflict
Detector: Person Flight Crew
Contributing factors: Aircraft; Procedure
Primary problem: Procedure

Narrative: Over ONOHI on the VECKI 7 arrival to KOA we were cleared for the ILS 17 by HCF.  We were descending through about 12;000 feet when HCF notified us that there was traffic at 11 o'clock opposite direction at 8;500 feet.  We searched visually and were not able to pick up Aircraft right away.  We then heard HCF suggest a 20 degree turn to the right [of] Aircraft Y.  Passing through about 11;000 feet we picked it up on TCAS and saw that it was at 11:30 and heading almost straight at us at 8;500 feet.  We were in VNAV with the autopilot on and so our airplane leveled to slow to 240 just prior to reaching 10;000 feet.  I think that if we had not decreased our descent rate to slow that we would have gotten an RA and would have had to change our path.  Passing through 10;000 feet we visually acquired Aircraft Y passing off to our left about 1;500 feet below us. We were cleared for the ILS to 17 and were descending on the arrival at the time of the traffic advisory from HCF.  How are [these aircraft] allowed to depart basically straight up the localizer course when there is traffic cleared for the ILS?Departing traffic should be prohibited from flying right up the localizer course.  Ours turned out to be a non-event; but relying on us to see each other is dangerous; especially when we are descending right through their altitude on the approach.




Synopsis: Pilot inbound to KOA describes conflict with another aircraft that is flying the back course of the ILS he is flying.
Date: 201708
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: Mixed
Weather elements / visibility: Rain; Thunderstorm
Light: Daylight
Aircraft: Learjet 36
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Window Ice/Rain System
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Captain
Reporter qualification: Air Traffic Control Fully Certified; Flight Crew Flight Instructor; Flight Crew Flight Engineer; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Speed All Types; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Human Factors; Weather
Primary problem: Aircraft

Narrative: Activated Windshield Heat (WSH) ten minutes prior to top of descent. Seconds later; annunciator panel illuminated 'WSH overheat' accompanied by strong odor throughout aircraft. Deactivated WSH until Overheat (OH) light extinguished. Re-activated WSH. WSH OH light illuminated again. Despite repeated attempts to sustain normal operation; WSH OH light re-illuminated at even minimal settings. Descending through FL240 autopilot disconnected. Attempts to reconnect accompanied by un-commanded right roll. With left windshield occluded; storm clouds interspersed throughout flight path; and the AP inop; considered switching pilot flying (PF) and pilot monitoring (PM) duties with SIC; whose windshield was clear; possibly due to absorbed heat radiating from glare-shield (black) after prolonged flight with sun on right side of aircraft. Prior to assigning aircraft control to SIC; checked to confirm normal operation of right side flight instruments: noted SIC's EADI (Electronic Attitude Direction Indicator) indicated 'Fatal Failure.' Aircraft type does not provide for electronic switching to bootstrap gyro signal from opposite side to inop side. Elected to retain aircraft control and PF duties until descended into continuous VMC. SIC performed PM duties and provided visual guidance to avoid cumulonimbus clouds (CBs). Slowed AC to 250 kts at 10;000 ft. At approximately 6;500 ft MSL; observed airspeed indication had increased to 280 kts. Corrected and continued flying by instrument reference until descending to approximately 2;500 ft (1;000 ft above pattern altitude); and continuous VMC; in vicinity of [the airport]. Then asked SIC to take controls for landing.




Synopsis: Learjet crew reported encountering failures of the Windshield Heat; Autopilot; and Electronic Attitude Direction Indicator during flight. Crew continued to VMC conditions and landed uneventfully.
Date: 201512
Local time of day: 0601-1200
Location: PBI.Airport, FL
Weather elements / visibility: Fog; Rain; 1
Aircraft: Small Transport; Low Wing; 2 Turboprop Eng
Operator: Other Flight School
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Takeoff / Launch
Airspace: Class C PBI
ATC / advisory: TRACON PBI
Aircraft component: Air/Ground Communication
Component problem: Malfunctioning
Reporter organization: Other Flight School
Reporter function: Pilot Flying; Captain; Instructor
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Multiengine
Human factors: Training / Qualification; Situational Awareness; Distraction; Confusion; Communication Breakdown; Workload
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Landed As Precaution; General Maintenance Action
Contributing factors: Human Factors; Aircraft; Weather
Primary problem: Aircraft

Narrative: On departure from LNA on runway 9; I attempted to contact Palm Beach approach to get my filed clearance to SFB. I could not reach PBI approach and therefore flew east maintaining ground contact until over the ocean at about 800 feet MSL. I could not get PBI approach and heard several aircraft advising PBI that there was a stuck mike. I switched frequency to 125.2 and was again hearing many complaints that there was a stuck mike. I tried to turn west to return to LNA but the ceiling over land was about 400 feet to 600 feet. I tried to maintain ground contact but I missed sight of the airport! Knowing there were towers at 1;600 to 1;800 feet high west of LNA airport; I again reversed course back to the east and flew back out over the ocean. Turning back to the west; I saw the airport close aboard at 9:00 o'clock; chopped the power; and landed. When the lineman came out (in a driving rain); he told me that Palm Beach had called and told me to shut off my radios and call them. I did and PBI approach told me I had done the right thing by first selecting codes 7700 and then 7600 on my transponder and that they had heard everything I was telling my co-pilot/student. Turns out my Captain's side mike and phone jacks had shorted together and caused a stuck mike on all radios. I called the on-field avionics shop who discovered the problem and separated the mike plug from the phone plug and cured the problem.




Synopsis: After departing LNA; the instructor pilot was unable to contact PBI approach because of a stuck mike; which turned out to be his. The ceiling was quite low; but he was able to return to LNA.