elihoole/asrs-aviation-reports huggingface dataset:
Date: 201507
Flight conditions: VMC
Light: Dusk
Aircraft: MBB-BK 117 All Series
Flight phase: Takeoff / Launch
Aircraft component: Yaw Control
Component problem: Design; Malfunctioning
Reporter organization: Air Taxi
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
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 Gate; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Crew was notified of scene flight. Pilot proceed[ed] through start up procedures. Upon taking off and over taxiway aircraft CAD displayed 'Actuator;' audio indication; pilot experienced minor uncommanded control inputs in the yaw axis and feedback in the pedals. Aircraft was still controllable. Pilot returned to landing area; landed without incident and proceeded with normal shutdown. Maintenance and dispatch notified of issue. Aircraft has exhibited condition in the past and is a noted maintenance concern about every 6 months. Has occurred in other aircraft of the same design. Unaware of corrective action that could be conducted. Track and conduct trend analysis; gather information and apply corrections via manufacturers guidance.

Callback: The reporter stated the uncommanded flight control input included a 45 degrees left turn followed by a 90 degrees right turn. The reporter knew the Actuator alert was MEL'able but because of the uncommanded maneuvers did not believe the flight should proceed. After landing; Maintenance discovered the tail rotor actuator malfunctioning. The actuator was replaced and the aircraft flew normally during the test flight. It seems that about every six months this component exhibits signs of a failure.



Synopsis: A BK-117 CAD alerted ACTUATOR with an audio indication along with minor uncommanded yaw and rudder pedal feedback during takeoff. The pilot landed without incident. This aircraft and other similar aircraft have displayed the same behavior.
Date: 201204
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
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: Pressurization Control System
Component problem: Failed; Improperly Operated; Design
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Training / Qualification; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action; Flight Crew Diverted; General Declared Emergency
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: A beverage can ruptured spraying its contents throughout cockpit and center console. [We had a] subsequent Pressurization Controller failure and rapid cabin decompression. Memory items; ATC notification and QRH items completed. Coordinated with ATC; Flight Attendant; Dispatch and Maintenance Control. Normal approach and landing completed without incident.

Callback: The Reporter stated that his Company's Flight Crew Operations Manual has a prohibition about placing liquids on or passing them over the Center Console because of its vulnerability to liquid incursion. In this case; a closed beverage can was passed over the Center Console but dropped before it could be put in the cup holder near the Captain's side window. The pressurized mist sprayed everywhere and ultimately dripped off the overhead panel onto the Center Console. After the liquid got into the Pressurization Controller; located on the Center Console; the pressurization system failed to control the cabin pressure and the rapid decompression followed. The Reporter believes the Center Console should be better protected from liquid because his event is not the first such failure because of liquid incursion and will not be the last because of design issues.



Synopsis: An EMB145 Captain dropped a beverage can onto the flight station floor at cruise altitude which ruptured the container spraying liquid throughout the cockpit. Ultimately; liquid dripped onto the Center Console and caused the Pressure Controller to fail; subsequently depressurizing the aircraft. An emergency was declare and the flight diverted to a nearby airport.
Date: 201706
Local time of day: 1801-2400
Location: SFO.Tower, CA
Flight conditions: VMC
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B SFO
ATC / advisory: Tower SFO
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Less Severe
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Procedure
Primary problem: Procedure

Narrative: While flying a visual approach to runway 28R at SFO; Tower cleared an aircraft for takeoff from the crossing runways. The Tower asked us to slow to final approach speed; but we were already at final approach speed. The Tower then told us to go around. A normal go-around was flown followed by vectors to an ILS 28R. We were vectored only 3 miles behind the next landing aircraft. The aircraft in front was asked to expedite exiting the runway. They seemed to be confused by the request and failed to exit the runway in a timely manner. The Tower then told us to make another go-around. A normal go-around was flown followed by an ILS to 28R with a normal landing.I feel this event was caused by ATC pushing the limits of the volume of traffic they can safely handle; coupled with poor judgment of the Tower Controller; as well as the tight vectoring and separation provided by the Approach Controller.Suggestions - Review and training needs to be provided to ATC of realistic separation for landing aircraft as well as proper spacing when clearing aircraft to depart from crossing runways.




Synopsis: A321 pilot reported executing two ATC-directed go-arounds at SFO; and expressed concern that SFO controllers were attempting to maximize operations at the expense of safety.
Date: 201206
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Weather elements / visibility: Haze / Smoke; Thunderstorm; 7
Light: Daylight
Aircraft: Super King Air 200
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Training
Flight phase: Final Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Electrical Distribution Busbar
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On this date; I was performing a check ride with an FAA Representative. After completion of the check ride; we returned to the departure airport. While being vectored for the final approach course for the ILS Runway 4; cleared direct to the FAF; descend and maintain 2;000 FT; cleared for the ILS approach; I pressed direct to the FAF on the G500 and hit enter then lost all radios; navigation; transponder; GPS; and auto pilot. The 30 amp avionic circuit breaker on the avionics panel popped and was impossible to reset to try and get radios back to communicate with ATC. The aircraft's position at the time of the loss of avionics was on the approach course; without clearance to land. I considered leaving the airspace and remain clear of the airport area. I thought about turning southwest bound; but that would have placed me into head-on traffic being vectored for the final approach course. Straight ahead of me on my present heading would have placed me in conflict with radio towers (roughly 2;200 FT tall); additionally traffic was being vectored overhead so climbing was out of the picture. The safest option was to continue as previously cleared and try and reset the circuit breaker; hoping to communicate with ATC or get light-gun signals for landing. After reducing the electrical load on the aircraft; and letting the circuit breaker cool; a reset was made and the breaker stayed in long enough to communicate; I declared an emergency inside the FAF. During this phase of flight the examiner offered to assist by accomplishing the checklist; at this point the ride was over and he assisted with the problem at hand. After landing; the electrical load was reduced; minus radios and transponder; providing continued communications with Ground Control. I was cleared to taxi to the FBO where we shut down.




Synopsis: BE20 Captain reports avionics circuit breaker tripping during ILS approach in VMC. The approach is continued and the circuit breaker is reset and stays in long enough to communicate and declare an emergency.
Date: 201201
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Leading Edge Flap
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Relief Pilot; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Captain; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Landed in Emergency Condition; General Maintenance Action; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After takeoff during flap retraction; EICAS message LE SLAT Asymmetry along with LE Asymmetry light. Accomplished QRH procedures and landed flaps 20 with QRH procedures. Declared emergency due to secondary flight control problem and over weight landing. Landing by First Officer was uneventful; smooth and well done. Entire runway length was used with checklist and to reduce heating of brakes. Aircraft was inspected on runway by Airfield Rescue and Fire Fighter personnel and deemed safe to return to gate. We changed aircraft and proceeded to our filed destination. First Officer was flying entire flight. Captain and Relief Pilot accomplished all applicable checklists. Emergency declared with Departure. Aircraft returned to the departure airport for landing and corrective maintenance.


Second narrative: Received Flap Assymetry EICAS message with flap handle up several minutes after aircraft cleanup.


Synopsis: A B767-300 leading edge slat sensor malfunctioned after takeoff with the aircraft cleaned up; but because of the LE SLAT Assymetry EICAS warning an emergency was declared and the flight returned to the departure airport.
Date: 201811
Local time of day: 1801-2400
Location: ZZZZ.Airport, FO
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Exterior Pax/Crew Door
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Distraction; Other / Unknown; Fatigue
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: After arrival and shutdown at ZZZZ we went to the courier area to disarm the entry doors with [a Flight Attendant] the designated operator and myself as observer. As soon as I saw the L1 door arming panel I noticed the handle to already be in the disarmed position (green). [The Flight Attendant] reached up and lifted the cover and positioned the handle to armed (red). I immediately verbalized 'no no no' and she returned the handle to the disarmed position and verified the girt bar flags to be out of view. Turning to the right side door to find it was also disarmed already. We verified the girt bar flags and I went to cockpit and verified the doors disarmed; announced 'doors clear'. [The Flight Attendant] cracked open L1 door and no further incident. We went forward to complete the remaining items on the shutdown checklist and discussed how this could have happened. We agreed that do to last minute departure route changes just prior to departure that [the Flight Attendant] didn't arm the doors and I didn't notice that the memo message remained manual. I can see this happening and a tired crew arming already disarmed doors and then blowing a slide. Read the EICAS messages more closely.




Synopsis: B777 Captain reported the crew failed to arm cabin doors before departure; then almost deployed the door slide after arrival.
Date: 201502
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dusk
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: Air Taxi
Operating under: Part 91
Flight plan: VFR
Mission: Ferry / Re-Positioning
Flight phase: Landing
ATC / advisory: CTAF ZZZ
Reporter organization: Air Taxi
Reporter function: Single Pilot; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Sea; Flight Crew Commercial; Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Time Pressure; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Human Factors; Environment - Non Weather Related; Airport
Primary problem: Human Factors

Narrative: I departed ZZZ on a 135 charter flight with 2 passengers at XA:30. After landing and clearing customs I used up almost all daylight left; however a cold front had just passed and there was a lingering twilight with unlimited ceiling. This gave me a false sense of security as I thought it would last the 46 miles I had back to my destination. By the time I returned back to ZZZ it was dark and although its waterway was visible by the surrounding lights I had to execute a glassy water landing. The fact that I was able to execute a safe landing does not diminish the fact that I succumbed to a bad case of 'get-home-it is.' And that although I could see that waterway I could not see the possible obstructions floating just beneath the surface! (As I have on previous occasions during the day).




Synopsis: After a night landing at a seaplane base; the pilot realized that his landing on an unlighted waterway violated FAR 135.229
Date: 201410
Local time of day: 0601-1200
Location: PHX.Airport, AZ
Aircraft: Small Aircraft
Operator: Personal
Flight plan: VFR
Mission: Personal
Flight phase: Cruise
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Engineer; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine

Narrative: En route between SDL and CHD; GPS unit failed. Upon reset; unit cycled off and on repeatedly. Reached for sectional and due to cockpit turbulence sectional ended up between lower legs; continued on the CHD airport. CHD Tower advised me to contact PHX Tower regarding 'airspace deviation' I believe.I assumed I was being radar tracked so continued on last known heading and altitude. I was unable to contact PHX Sky Harbor Tower or anyone other than SDL Tower and CHD Tower as sectional with all info unreachable. I had CHD Tower frequency up on radio with SDL Tower in backup; not FFZ or PHX. Should have requested from CHD Tower FFZ frequency and diverted to east. I believe I reverted to 'old memory' VFR landmarks.




Synopsis: A small aircraft pilot failed to contact PHX Tower before transitioning through their Class B airspace while on a VFR flight plan. The pilot did not have the PHX frequency available after their GPS unit failed and the sectional fell in an unreachable location.
Date: 201501
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
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: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness; Workload
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On taxi out from the air carrier ramp; the captain elected to single-engine taxi for fuel conservation. The primary runway was closed and we needed to use runway 31 for departure. This entailed crossing 2 runways; one of which had a light aircraft on it that we were to pass behind. It was a short taxi from the gate to the runway and I was inundated with checklists; briefings and the multiple runway crossings. I called the tower and advised we were ready for takeoff. We were cleared for takeoff and the captain ordered me to perform the takeoff checklist. When I looked at the overhead panel; I realized the fuel pumps were off indicating the second engine had not been started. I advised the captain that the engine was not started. We had already taxied over the hold short line; so I advised the tower we needed to clear the runway and taxi back to the approach end. After engine start; we reran all the appropriate checklists and departed without incident. It is worth noting that the aircraft could not have taken off with one engine shut down since the thrust lever was in the shutoff/locked position. A FADEC controlled engine like those installed on Embraer aircraft would not have such a safeguard. We were not more than a few feet over the hold short line when I made the captain aware of the situation and we never initiated the takeoff sequence. My airline is rolling out updated checklists and procedures next month to relieve the crew of so many checks and duties while on the taxi out. I knew this might happen at some point in my career because there is no checklist item that confirms that all engines are started prior to takeoff.




Synopsis: CRJ-200 FO reported taking the runway for takeoff and realizing they had not started the second engine.
Date: 202103
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Flight conditions: Mixed
Weather elements / visibility: 20
Light: Night
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Airspace: Class A ZZZ
Aircraft component: Engine Starting System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; Procedure
Primary problem: Procedure

Narrative: Had irregular engine parameters on departure. At cruise had a START VALVE OPEN light on and ran the QRH and following the QRH shut the left engine down. We continued on to ZZZ and did not request priority handling; but did tell ATC we had shut one engine down. We were closer to ZZZ1 airport but deemed higher to descent so continued on to ZZZ. QRH says to land at 'NEAREST SUITABLE AIRPORT.' Landed in ZZZ with no further issue and company is now saying we should have diverted to ZZZ1. There was no smoke; no fire; the RIGHT engine seemed to be running normal so there was not an urgent need to get on the ground. If I were the Captain I would have requested priority handling; but the Captain was worried about FAA inspections and company fallout with a priority request. I however would have also elected to continue to ZZZ as suitable to me also implies maintenance.




Synopsis: B737 First Officer reported a lack of consensus when an engine was shut down for a start valve open light illuminating as to request priority handling and divert or to continue to destination airport.