elihoole/asrs-aviation-reports huggingface dataset:
Date: 201709
Flight conditions: VMC
Aircraft: B767 Undifferentiated or Other Model
Operator: Air Carrier
Flight phase: Final Approach
Aircraft component: Trailing Edge Flap
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Not Flying
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: While getting vectors to the ILS; the Captain (CA) called for flaps 5. We got a TE FLAP DISAGREE. The Captain took the radios and aircraft while I ran the QRH with the First Officer (FO). We ran the QRH down to step 4. When we pressed the TE ALTN FLAP arm switch the light extinguished. With no light on step 5 had us continue to step 6. We selected flaps 20 with the ALTN FLAP selector. The flaps did not move and the TRAILING EDGE light came back on. We then selected flaps 15 with the ALTN FLAP selector. The flaps still did not move. This lead us to move back to step 5 and move to the TE FLAP ASYM. The TE FLAP ASYM checklist was followed carefully with all step confirmed by all three pilots. The Emergency was then declared. We asked for fire trucks due to the high possibility of hot brakes. I [briefed] the FAs. The CA flew a great approach and landed on speed in the touch down zone. Full thrust reverse was promptly applied and the brakes did not get above 4 during taxi and parking.


Second narrative: [Report narrative contained no additional information]


Synopsis: B767 flight crew reported landing with partial trailing edge flaps following a TE FLAP DISAGREE message.
Date: 201409
Local time of day: 1801-2400
Location: SAN.Airport, CA
Aircraft: MD-82
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Troubleshooting
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: When loading the flight plan. We put in the fix KA12Q instead of KA21Q. We reviewed the plan and mileage and did not catch the error. I said will double check to be sure I don't transpose numbers again. Because the two fix's are about 108 from our last waypoint the mileage is about right. They need to change the fix name. It easy to swap the number and they are too close in mileage to show something is wrong with total mileage.




Synopsis: MD80 Captain reports inadvertently entering the waypoint KA21Q as KA12Q during preflight causing a track deviation. The route mileage increase caused by this error was reportedly not significant enough to be detected during checking.
Date: 201907
Local time of day: 1201-1800
Location: JNX.Airport, NC
Flight conditions: VMC
Light: Daylight
Aircraft: Light Transport
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Flight phase: Final Approach
Airspace: Class G JNX
ATC / advisory: UNICOM JNX
Second aircraft: Small Aircraft
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness; Distraction; Communication Breakdown; Workload
Anomaly: Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: The problem arose after being switched to VFR from Approach on approach to JNX.  I then listened to ATIS and while I received most of the information I missed the fallout of the UNICOM frequency change from what is listed on the VFR sectional.  Wind was out of 070 so I entered 45 to left downwind for Runway 03.  There was also a helicopter inbound on the same frequency as me.  After turning final and configuring for landing I visually checked the runway and noticed a small aircraft departing Runway 21.  At that moment the traffic and I both deviated right leaving ample safe distance between planes.  Both returned for landing and exchanged information.The main factors that caused this on my end were distractions in the airplane.  While I was listening to the ATIS my passengers were training on our camera system obstructing the ATIS at times.  Another factor that came into play is the flexible nature of aerial survey flying and frequent diversions.I have taken away the importance of mitigating distractions and careful preflight planning from this event.




Synopsis: Pilot reports that during transition to VFR from Approach; pilot felt rushed and missed JNX airport ATIS information; resulting in a conflict.
Date: 201507
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: clear; 50
Light: Night
Aircraft: King Air C90 E90
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Takeoff / Launch
ATC / advisory: CTAF ZZZ
Second aircraft: Regional Jet CL65; Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Situational Awareness
Anomaly: Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Runway
Detector: Person Flight Crew
When detected: Other takeoff roll
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: At an uncontrolled field after making calls I taxied to Runway 3 for a northeast departure. I cleared the runway made a call and then commenced takeoff roll with all available lighting illuminated. Somewhere around V1 I noticed an aircraft starting to enter the left side of the runway at the opposite end in which I was departing. I briefly thought about aborting but thought the safer alternative would be to rotate; establish a climb; and veer to the right side of the runway. The aircraft was exiting the runway by the time we crossed the departure end of the runway; [I noticed] the aircraft was a Canadair regional jet. I was about to make a call and noticed I must had inadvertently switched the frequency to the ground frequency at some point.




Synopsis: BE9L pilot reported a CRJ taxied onto his runway as he was on his takeoff roll. After takeoff the pilot noticed his radio was tuned to Ground frequency.
Date: 201810
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Bonanza 35
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Climb
ATC / advisory: Tower ZZZ
Aircraft component: Engine
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Commercial; Flight Crew Multiengine
Human factors: Time Pressure; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After departure from ZZZ runway XX; we made a climbing right turn to a heading of 330 and 4500 feet. At 8 miles NW of ZZZ the engine made a loud bang and the aircraft started shaking violently. The cabin began filling with smoke and the windshield became covered in oil obstructing forward visibility. The engine then stopped producing power. We informed ZZZ tower and they cleared us to land on any runway. In the meantime we established a glide and made a right turn back to the airport. Winds were fairly strong out of the northwest and we were able to establish a high right base to runway XX. We lowered the landing gear and deployed full flaps and landed uneventfully on runway XX; and were able to roll to a stop after departing onto taxiway X. I contacted the tower by cell phone and thanked them for the assist. They asked if we required any other emergency services and I said no. FBO arrived and towed the aircraft back to the hanger.




Synopsis: Beech-35 pilot reported an engine failure and smoke in the cabin resulted in a successful return to the departure airport.
Date: 201808
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna 150
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Commercial
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Weather; Aircraft; Manuals
Primary problem: Aircraft

Narrative: I was proceeding; by pilotage; at 4;500 feet. Abeam and east of ZZZ; I had a sudden interruption of power; a surge; and a further interruption. At the time; I was receiving Flight Following from Approach. Since emergency landing sites are very poor in the area; I decided to head to ZZZ. I was able to retain intermittent power by pumping the throttle. I first enriched mixture; but did not apply carburetor heat until later in in the glide when the engine was probably too cool to take effect. Approach turned me over to ZZZ Tower who cleared me to land on Runway XXR. I was able to make a right base approach and high final until I had the field made and performed a normal full flap landing. The engine was still running and I was able to clear the runway without interfering with other traffic.Carburetor icing was undoubtedly the problem; but I misdiagnosed it due to the sudden reduction of power. Prior experiences with carburetor icing were a gradual reduction in power. Instead of applying carburetor heat immediately; I richened mixture thinking I had a fuel contamination or sticking valve problem. I had plenty of fuel on board and subsequent examination of the sumps were clear. A full power run-up confirmed my opinion.In this case; I violated my personal rule to apply carburetor heat on first sensing an engine problem; having been misled by the sudden severe power reduction. Also; the Emergency Checklist was in the glovebox; but I decided not to fumble around for it because of the simplicity of the airplane and my familiarity with it. I intend to make up a separate Emergency Checklist and keep it on the glare shield for quick access. I also intend to drill myself on carburetor heat FIRST.




Synopsis: C150 pilot reported incorrectly diagnosing engine vibration due to carburetor icing.
Date: 201708
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna 150
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Engine
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At approximately 5200 feet MSL I experienced a loss of power in the engine. I immediately turned towards the closest airport a distance of approximately 7.7 miles. I was with TRACON flight following. After turning towards ZZZ I called TRACON. Told them of my intentions; was asked how many souls; and fuel onboard. During the descent I tried repeatedly to get the motor to start producing power; but it would not. I was able to make the airport without incident; making the second taxi way turn off. At that point the motor continued to run; and was then able to produce power. Taxied it to transient parking to inspect the plane.

Callback: Reporter stated that post flight maintenance inspection of the carburetor revealed a cracked venturi; bent needle valve and non-fuel soluble grease.



Synopsis: C150 Pilot reported a power loss during climb and successful landing at a divert field.
Date: 201502
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Weather elements / visibility: Icing; Snow; 10
Light: Daylight
Aircraft: Cessna Citation Sovereign (C680)
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Hydraulic Lines; Connectors; Fittings
Component problem: Failed
Reporter organization: Air Taxi
Reporter function: First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Workload
Second reporter function: Captain
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Landed As Precaution
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Upon takeoff from ZZZ; lost all hydraulic fluid and pressure. Opted for landing at [nearby airport] due to a longer runway. Landed uneventfully. Was noted a nose gear hydraulic line had ruptured and mx is looking into the issue.


Second narrative: I was acting as the pilot in command of a CE-680 on an FAA Part 135 charter. We had picked up four passengers in ZZZ. At 400 feet AGL I called to the second in command for 'gear up'. I immediately heard a loud noise and felt a vibration under my feet when the landing gear handle was selected up. As the gear handle was raised we were alerted to 3 messages on the EICAS telling us that we had low hydraulic pressure on the left and right engines as well as low hydraulic volume. We also got an almost immediate value of '0' displayed on our hydraulic quantity indicator. We notified ATC immediately and made them aware of our situation and requested time to go through our checklists. After completing the appropriate checklists; briefing the passengers and evaluating our situation we determined that it was in the best interest of safety to get the airplane on the ground as soon as possible. We determined that we needed to land at an airport with a longer runway than what ZZZ had to offer since our breaking would be severely limited. ZZZ1 was the closest most suitable alternative so we informed ATC that that was our intention. We were given radar vectors for the ILS and made a successful landing and were able to clear the runway on a high speed taxiway using emergency braking. We were then towed in to [FBO] at ZZZ1 without any further issues. Upon exiting the airplane we immediately noticed an orange fluid streaming down both sides of the aircraft and its belly emanating from the nose gear wheel well. Upon inspection of the nose gear wheel well we discovered what appeared to be a ruptured hydraulic line. The aircraft is now currently parked at [FBO] in ZZZ1 awaiting inspection and maintenance.


Synopsis: CE-680 experiences a loss of hydraulic fluid and pressure upon gear retraction at takeoff. Crew elects to divert to a nearby airport with longer runways. Upon landing crew notes hydraulic fluid streaming from the front wheel aft towards the belly.
Date: 201901
Flight conditions: VMC
Aircraft: B787-900
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Aircraft component: Pneumatic System Control
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 Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Overcame Equipment Problem; Flight Crew Returned To Clearance
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Our left pack was deferred and MELed for several days before flight. The Captain accepted the aircraft with the deferral. Approximately 5 hours into the flight; we climbed to FL370. Shortly after reaching FL370; we heard several surging sounds from the pressurization system and we felt a shutter once in the airframe. We called Maintenance and decided with their explanation of the deferral; we would try FL360. While at FL360 we felt no more shutters in airframe and heard no more surges in pressure. The captain thought it was prudent; and the safest course of action; to limit our altitude to FL360 or lower; for the rest of the flight. We continued the flight with no further issues and we wrote it up in log book.




Synopsis: B787 First Officer reported resolving pressurization system malfunction during cruise.
Date: 202109
Local time of day: 1201-1800
Location: OQN.Airport, PA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Flight phase: Climb
Airspace: Class B PHL
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Private
Human factors: Distraction; Situational Awareness
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Exited Penetrated Airspace
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was departing OQN at approximately XA:00. Climbing to 2;800 ft. Became distracted with Auto Pilot setting course heading. Looked up at altimeter and found myself at 3;300 ft. in Class B segment 30/70 north of ILG. Immediately descended out of airspace to 2500 ft.




Synopsis: General aviation Pilot reported they flew into Class B airspace without a clearance. After learning of the airspace incursion the pilot exited the Class B airspace.
Date: 201707
Local time of day: 1801-2400
Location: ZDC.ARTCC, VA
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZDC
ATC / advisory: Center ZDC
Second aircraft: Commercial Fixed Wing
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: General Physical Injury / Incapacitation
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Ambiguous

Narrative: While at FL360 in cruise flight we were given a 20 degree right turn for traffic by Washington Center. We were in smooth air and VMC conditions with the seat belt sign off. Unexpectedly we experienced two quick jolts of moderate chop which lasted less than 5 seconds. We immediately turned on the fasten seat belt sign and called the flight attendants. At that point they reported no injuries. Later during the flight; two flight attendants said they felt they might have been injured during the turbulence encounter. One said his hip and lower back hurt a little and the other said her back hurt a little. Both were able to complete the flight without incident. The First Officer and I believe we encountered some wake turbulence from an aircraft that had recently passed over us 1000 ft above heading the opposite direction.




Synopsis: B737 Captain reported two flight attendants suffered minor injuries after they encountered wake turbulence at FL360 from an opposite direction aircraft 1000 ft above them.
Date: 201208
Local time of day: 0601-1200
Location: IAH.Airport, TX
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZHU
ATC / advisory: Center ZHU
Second aircraft: B737-900
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Flight Instructor
Anomaly: Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: [We were] departing IAH in a 737-800 at about 17;000 FT; 11 miles behind a 737-900 on the Junction departure over CUZZZ Intersection. Smooth air with wind on the nose bearing 275 degrees at 18 KTS. We were suddenly in moderate chop which lasted 4 or 5 seconds then stopped and then resumed for another 4 or 5 seconds with a significant amount of right rolling. Autopilot handled it; though I quickly moved my hands to the yoke to be ready to take the aircraft away from the autopilot if necessary. At this point I selected a max rate climb mode in the FMC in order to climb above the wake and flight path of the leading -900. We asked ATC for the type ahead of us and reported the wake encounter. The -900 was about 3;300 FT higher than we were. Both aircraft were climbing. No injuries in the back though the flight attendants were up and about preparing to start their service. My concern afterward was that our separation from the lead aircraft at 11 miles was enough that we could just as easily have been following a heavy aircraft with a much stronger wake.




Synopsis: B737-800 First Officer reported wake encounter from preceding B737-900 with resultant roll and moderate chop.