elihoole/asrs-aviation-reports huggingface dataset:
Date: 202012
Local time of day: 0001-0600
Location: RCTP.Airport, FO
Flight conditions: VMC
Weather elements / visibility: Wind
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Takeoff / Launch
ATC / advisory: Tower RCTP
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On the taxiway contacted Tower.  After check in we thought we heard 'clear for takeoff;' but neither of us were sure so I asked the First Officer to confirm if we were cleared for takeoff. The First Officer asked this question and the very clear reply was 'affirmative.'  We entered the runway and were subsequently told while finishing our line up on centerline to stop and hold position.  After a delay we were told of 'pilot deviation' and then cleared for takeoff.I allowed an 'affirmative' reply by Tower to suffice for a query on were we cleared for takeoff.  That is the root cause.  'Affirmative' is not the correct response and in retrospect I believe Tower perhaps misunderstood our query.  Choice of words and insistence on clarification.  I should have asked the First Officer to say 'Tower say again.'  Tower would then have repeated all instructions.  Looking back the word 'Affirmative' is not enough.  I allowed my leeway on foreign controllers English and accents to accept 'affirmative' for a cleared for takeoff query rather than insisting on hearing the entire standard 'cleared for takeoff' verbiage. The Tower could have easily misunderstood us and replied 'Affirmative' to what Tower believed was the question.




Synopsis: Air carrier Captain reported confusing communications regarding the takeoff clearance resulted in ATC advising them they departed RCTP airport without a takeoff clearance.
Date: 201602
Local time of day: 1201-1800
Location: ZZZZ.ARTCC, FO
Flight conditions: VMC
Light: Daylight
Aircraft: Embraer Legacy 450/500
Operator: Fractional
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Climb; Cruise
Aircraft component: Engine Control
Component problem: Failed; Malfunctioning
Reporter organization: Fractional
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: General None Reported / Taken
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During climb out and just just prior to level off at fl410 with the throttles set to climb power; we got E2 TLA FAIL Amber CAS msg. The QRH says: 'CONDITION: Associated engine thrust control is lost. The engine thrust will be set to idle automatically.' Fuel Balance...................... MONITOR When appropriate: ONE ENGINE INOPERATIVE APPROACH AND LANDING Procedure (NAP1-21).............. ACCOMPLISH END'After level off we pulled the throttles back to cruise at the normal time and they both responded normally. We called and did a conference with maintenance. I wanted to know when the engine was going to roll back to idle. We were out over water and I wanted to use the engine as long as possible and didn't want to be surprised when it rolled back. Maintenance didn't know if or when the engine would roll back or if there was a timer associated with this malfunction.We decided to continue on as long as the engine was performing normally and maintenance would research my timer question and get back to me. I never heard back from them but the engine performed normally throughout the remainder of the flight and the CAS MSG stayed illuminated until shutdown. We read through the manuals and found little to nothing that addressed this issue. It appears that there are two sensors in the throttle quadrant and both of them need to fail before the engine goes to idle. Is that 2 sensors for each throttle or 2 total?




Synopsis: Embraer Legacy 450/500 flight crew experienced an engine control malfunction; but the engine continued to operate normally.
Date: 201807
Local time of day: 1201-1800
Location: EUG.TRACON, OR
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Operating under: Part 91
Flight plan: IFR
Flight phase: Descent
Airspace: Class E EUG
ATC / advisory: TRACON EUG
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: I descended Aircraft X to 6;000; they read back 6;000. I gave another aircraft instructions and noticed Aircraft X was at 4;000 in a 4;500 MVA.




Synopsis: EUG TRACON Controller reported an aircraft descending below the Minimum Vectoring Altitude.
Date: 201307
Local time of day: 0601-1200
Location: HYA.Airport, MA
Flight conditions: IMC
Weather elements / visibility: 10
Aircraft: Cessna 402/402C/B379 Businessliner/Utiliner
Operator: Air Carrier
Operating under: Part 91
Mission: Ferry / Re-Positioning
Flight phase: Taxi
ATC / advisory: Ground HYA
Aircraft component: Powerplant Fuel System
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Human factors: Confusion; Distraction; Time Pressure; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action; General Evacuated
Contributing factors: Procedure; Aircraft; Human Factors
Primary problem: Human Factors

Narrative: I was scheduled to reposition an aircraft as soon as I arrived at work. I preflight the aircraft and taxied to the run-up area on the north ramp. Everything was normal at this point no abnormal indications. I began my run-up and after my prop cycling I checked the annunciator panel for anything and noticed the door warning light had come on. I brought the power back and checked the crew hatch. It did not extinguish the light. I decided to shut down the engines and check the rear door. I only pulled the mixtures at this point and climbed back quickly. I secured the upper door and the light went out. I climbed back into the seat secured my seat belt and did the before starting engine flow. I primed the left engine for a half of a second and engaged the starter. It was cranking and then I heard a backfire. I had heard a backfire before and felt it was normal enough to continue cranking. I then felt heat on my left leg and looked towards the front of the left engine and saw flames shooting out of the cowling and underneath. I immediately stopped cranking and pulled the mixtures back and evacuated the aircraft. I grabbed my phone which was handy on the way out then I called [Operations Center] as soon as I was a safe distance from the aircraft. I believe that I could have avoided this entire situation if I had just returned to the Maintenance hangar when I noticed the door warning light. Also I believe I failed to perform the proper engine shut down procedures when I shut it down to check the rear door.




Synopsis: The pilot of a C402 was distracted by a door warning light during a ground based engine run-up. After shutting down the engine; the door was cycled to extinguish the light. The subsequent engine start attempt resulted in a fire inside the cowling.
Date: 201706
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Citation X (C750)
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Horizontal Stabilizer Control
Component problem: Failed
Reporter organization: Corporate
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe
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 Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While climbing out of 10;000 ft; we experience a primary stab trim fail. We advised ATC that we would continue the climb as we troubleshoot an issue; but FL280 would be the max for now. We complied with the checklist for Primary Stab Trim Fail and turned on Secondary trim. We entered a Present Position hold while we contacted maintenance and we all agreed that we would return and attempt a power cycle on the airplane; rather than continue to our destination in the event it did not reset on the ground. We advised ATC that we were returning. The checklist does not have further action items in the event that the secondary trim is functional. However; the checklist for complete trim failure talks about max flaps 2. We briefed that if we encountered any adverse trim while selecting flaps full; that we would immediately reselect flaps 2 and go around. We also advised that we wanted a runway into the wind with minimal crosswind. No adverse effects were noted and we landed without incident. Upon a power cycle of the aircraft; the message and primary stab trim system reset and functioned normally for the remainder of the flight. Occasionally the primary stab trim can inadvertently be deactivated by touching a single trim controller. However; in this instance; no one was touching the flight controls and the autopilot was engaged in smooth air.


Second narrative: During climb out; while transitioning through 10;000 ft; the autopilot inadvertently disconnected along with an Amber Primary Trim failure caution message. We informed ATC and decided to enter a hold at FL230 to run checklist and consult our maintenance. We identified and ran the appropriate checklist but were unable to correct the situation. We exited the hold and returned to the departure airport; which was the nearest suitable airport; and landed using the secondary pitch trim system. After shutting the airplane down and restarting it from 'Black' the pitch trim was regained and tested and functioned properly.


Synopsis: CE750 flight crew reported an autopilot disconnect and alert message for primary stabilizer trim failure during the climb. Secondary trim functioned normally; but the crew elected to return to the departure airport.
Date: 202001
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: VFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Door Warning System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Check Pilot; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed As Precaution; Flight Crew Landed in Emergency Condition; Flight Crew Took Evasive Action; Flight Crew Returned To Departure Airport; Flight Crew Requested ATC Assistance / Clarification; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At FL390 we got Main Cargo Door warning; pressurization was normal; we followed QRH checklist; we advised ATC and descended to 10;000 feet; notified the company and returned to ZZZ. approach and landing was uneventful.




Synopsis: B767 Check Airman reported getting a Main Cargo Door warning during cruise; resulting in an air turnback.
Date: 201606
Local time of day: 0601-1200
Location: ZNY.ARTCC, NY
Flight conditions: IMC
Light: Daylight
Aircraft: PA-32 Cherokee Six/Lance/Saratoga/6X
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Descent
Airspace: Class E ZNY
Aircraft component: Pitot-Static System
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Air Traffic Control cleared me to descend from 8;000 to 6;000. It did not appear that my aircraft was descending based on the altimeter and vertical speed indicator. I checked that the pitot heat was on and it was. I then turned the alternate static source to open and noticed that the altimeter quickly corrected to 5;500 feet and descending. I immediately began correcting altitude to 6;000 feet and notified ATC. I have learned that in the future I will suspect an instrument failure if it does not immediately detect a control input. ATC was advised of my temporary pitot static problem and worked with me until the problem was resolved.




Synopsis: PA-32 pilot reported noticing his instruments were not responding as expected; and found that selecting an alternate static source solved the problem.
Date: 201812
Location: ZZZ.Airport, US
Aircraft: B737-800
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: Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Aircraft Aircraft Damaged; Flight Crew Overcame Equipment Problem; Flight Crew Diverted; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Aircraft X was at cruise at FL 280 direct to ZZZ1. Mach .77. [Initially] airframe vibration; fluctuating N1; EGT engine #1 vibration 1.3. Engine # 2 vibration .3. Indicated. I immediately disengage Autothrottles and reduced thrust #1 to approx 60 % N1 to stabilize engine parameters and called for QRC check list and then continue to QRH. FA (Flight Attendant) chimed reporting flames and pulsing flashes out of left engine. We [notified ATC] and determined ZZZ was closet suitable emergency landing airport approx 105 nm to the south. Made ACARS report 7700 to company for ARFF (Airport Firefighting and Rescue); #1 Engine Failure and ZZZ destination. Requested immediate descent for RWY XXR. All checklist complete descent FLT IDLE both engines. ATC cleared direct ZZZZZ maintain 2000 feet. I briefed FA on situation on diversion; and that we had an engine problem which at this point they were fully aware. I told them I expected a precautionary landing which I briefed; and any non-routine landing considerations. I made a passenger PA as to the situation and that I expected a normal landing and to expect to see safety vehicles present around aircraft. Prior to intercepting final approach course and landing I confirmed with the FA that they had cabin ready for landing which they confirmed. Upon intercepting GS LOC flaps 30 at approx 2000 feet I increased thrust both engines to stabilized approach. As ENG # 1 approached 60% N1 vibration increased to unacceptable limits. I immediately reduced thrust to idle and continued to a single engine landing. Touchdown was smooth and normal. I brought aircraft to a stop on the RWY and made PA for passengers to remain seated. ARFF determined no fire; no fluids. I briefed FA and made sure cabin was secure. I made a passenger PA to assure passengers that the situation was under control and that we would now continue to the gate for deplaning. ARFF followed to the gate. I talked to the ARFF commander and released them when all passengers had deplaned. Post flight inspection with maintenance we observed unusual smoke in tailpipe; normal infrared signature; and oil site glass indication zero. Flight and cabin crew proceeded to hotel.




Synopsis: B737 Captain reported diverting due to failure of the left engine in cruise.
Date: 201812
Local time of day: 1801-2400
Location: CID.Tower, IA
Weather elements / visibility: Icing
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operating under: Part 91
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class C CID
ATC / advisory: TRACON CID
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: Aircraft X was on an IFR flight plan inbound to CID. Prior to taking the position; the aircraft seemed to be having difficulties tracking the localizer in after the Controller cleared him for the ILS 27 approach. He was switched to tower and was issued a low altitude alert by the tower controller; all while turning left and right and not flying straight towards the airport on the approach. The approach controller told tower to put him on a 360 heading; climb him to 2;500 (the MVA); and to switch him back to approach for re-sequence.The approach controller then re-sequenced him and gave him an eastbound heading. I then relieved the controller and began working Aircraft X. I gave him headings to intercept and cleared him for the ILS 27. He shot through the final; so I gave him a northbound heading to intercept. He then began flying westbound and paralleled the runway to the south; instead of flying the 290 heading. I asked him if he required to declare an emergency and he said no; but that he was having some problems with his DG equipment. I then began issuing him no-gyro vectors and was able to get him back on the localizer. At one point I issued him a low altitude alert. He advised that he was picking up icing on his wing. The aircraft arrived safely on the ground but did land long and spun his aircraft at the end of the runway.I wish the pilot would have let us know sooner that he was picking up icing and having equipment issues. We had no idea why he was not taking our turns and not responding to our calls. I'm sure he was shaken up and trying to keep control of his aircraft; but had we known what was happening we could have offered him more assistance and sooner.




Synopsis: CID TRACON Controller reported an aircraft not flying the ILS correctly and assisted in getting the aircraft safely on to the ground.
Date: 201703
Local time of day: 1201-1800
Location: SFB.Airport, FL
Weather elements / visibility: Turbulence
Aircraft: Skyhawk 172/Cutlass 172
Mission: Training
Flight phase: Taxi
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Commercial
Human factors: Situational Awareness; Distraction
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Taxiway; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Became Reoriented; Flight Crew Regained Aircraft Control
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: Taxiing to spot 2 on Bravo crew [temporarily] lost control of the aircraft due to a high crosswind forcing the aircraft to turn right into the grass. Instructor pilot was distracted drinking water when this happened. Immediately after the instructor pilot noticed the situation instructor pilot took controls. The right tire momentarily went into the grass. Crew continued taxiing to the ramp without further complications.Even though the crew was applying the correct wind correction techniques this does not always work as intended. Crews need to be extra careful in taxi; takeoff; and landing in high crosswind conditions.




Synopsis: C172 instructor pilot reported his student lost directional control during taxi in a strong crosswind that resulted in a taxiway excursion.
Date: 201308
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Light: Night
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Parked
Aircraft component: Fan Blade
Reporter organization: Air Carrier
Reporter function: Inspector; Technician
Reporter qualification: Maintenance Powerplant; Maintenance Airframe
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Result: General Maintenance Action
Contributing factors: Human Factors; Incorrect / Not Installed / Unavailable Part; Procedure; Chart Or Publication
Primary problem: Human Factors

Narrative: I was called to the Number 2 Engine to perform RII [Inspection] on a fan blade replacement due to a tip curl.  I reviewed the paperwork; the part numbers; and witnessed the installation of the blades per the Aircraft Maintenance Manual (AMM).  The AMM required blades to be replaced in a matched pair 180 degrees out [opposite from each other]. The blades were identified and removed and then reinstalled at what we thought were exactly 180 out.  We visually identified the blade that was 180 degrees out from the damaged blade; and then counted the positions in the C1 disc root. At that time; the non-routine paperwork was short-signed and required an Engine Run for a Vibration Survey.  The Vibe Survey was performed on Day Shift and was signed-off as within limits.  According to the information I received; the blade was actually installed one position off from 180 degrees. Apparently the Blade Location was mistakenly placed; one spot out from the 180 degree mark. It may have happened when the adjacent blades were removed to allow for re-installation of the new blades.  We did not have access to the prior Blade Mapping Chart that was provided with the notification of this issue. [Recommend] providing knowledge of and easy access to the latest Fan Blade Mapping Chart.  This will help positively identify that blades and locations for removal and reinstallation; by verifying fan blade Serial Numbers (S/N) and location. Graveyard shift.




Synopsis: An Aircraft Maintenance employee was informed he had signed-off an RII Inspection for a fan blade replacement on Number 2 Engine of an MD-11 aircraft that was later found to be one spot out from the required 180 degree opposite position of a tip curl damaged fan blade. An Engine Run with a Vibration Survey was signed-off as within limits.