elihoole/asrs-aviation-reports huggingface dataset:
Date: 201503
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-20 Pacer/PA-22 Tri-Pacer
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ; Class G ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Troubleshooting; Situational Awareness; Training / Qualification
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 Landed in Emergency Condition; Flight Crew Inflight Shutdown; Flight Crew Diverted; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: After climbing; engine starting to sputter. Pulled carb heat; seemed to help for 2-3 minutes; then sputting again; switched tanks; again seemed to help for a few minutes. I had a highway directly under me with only one car in sight; which would easily be passed under me; if I had to land. then engine really went to idle; so with the clear road I landed on the road and pulled into the next approach. After inspecting the plane; no damage to be found; everything looked normal; I thought I might have had a vacuum problem; opened the gas cap and retightened. I then started to plane; ran fine; do run up and no problems. Then I turned the plane around and started again and run up was normal. I could see to approximately five miles each way; so with clear road; I took off again heading straight for the nearest small strip to have a mechanic look it over. It started to sputter again on downwind leg; but I was able to make a normal landing and taxi. I assume the mechanic may find a carburetor problem or debris in gas? Thank goodness my flight instructor made me do so many power out situations!




Synopsis: A PA-22 pilot safely landed off airport following a power loss. After checking fuel; vacuum and finding no damage; the pilot took off from a country road and flew to his home airport where power was again lost during the approach to an on airport landing.
Date: 201301
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Light: Night
Aircraft: A300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: FCC (Flight Control Computer)
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; 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: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Roughly 200 NM west of Destination at FL330; the autopilot and autothrottles disconnected. The FMA displays were blank; flight director disappeared and FCP panel indicators were frozen. No ECAM messages or warnings were displayed. Pilot flying hand-flew the aircraft while pilot not flying troubleshot the malfunction. Normal operation was restored briefly by switching ADC's and FD's; but the problem continued to repeat. We requested an early descent out of RVSM airspace due to the loss of autopilot/autothrottles. Center queried about the nature of our problem and the pilot not flying indicated that we did not need to declare an emergency at that time; but were experiencing some system failures. Since navigation capabilities were also degraded; we requested vectors to our current cleared fix. Center offered vectors direct to ZZZ VOR and I dialed in the VOR and established a direct course to the VOR. The pilot not flying continued to work the checklist and contacted Maintenance via radio for assistance. ATC then indicated that they had decided to declare an emergency for us and gave us vectors to destination. Troubleshooting efforts did not restore normal system operation. After completing the approach check; the pilot not flying (Captain) assumed control of the aircraft and First Officer switched to pilot not flying duties. Pilot flying flew an uneventful approach to a safe landing.During debrief with Maintenance they informed us that the airplane showed faults for FCC2; ADS1; FCC1; and FCU. I don't know what (if anything) could have been done differently to get these systems back before landing. However; I believe the crew made use of available resources and effective CRM to return the aircraft to destination without further incident.




Synopsis: A300 First Officer experiences auto flight anomalies at FL330 approaching destination. Autopilot and autothrottles disconnect; FMA displays blank; and FCP panel indicators freeze. Flight continues to destination for a normal landing with ATC assistance.
Date: 201903
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Physiological - Other
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Returned To Gate; General Physical Injury / Incapacitation; General Release Refused / Aircraft Not Accepted
Contributing factors: Human Factors; Aircraft
Primary problem: Aircraft

Narrative: During the first engine start; and just before the completion of the start sequence; the Captain called for me to abort the start; which I did. He said he smelled an unusual odor; which I noticed as well. The odor was faint; and I couldn't liken it to anything familiar. Our preflight maintenance logbook inspection had revealed five write-ups for 'wet sock' or similar odors in the past three days. Following the aborted start; I opened my direct vision window to ensure the flight deck was aired out; and we coordinated a tow back to the gate. The Captain checked with the flight attendants; who did not report noticing any unusual fumes or odors during the engine start. While we waited 20 minutes for the tow; we assessed ourselves for potential symptoms related to a fume event. The Captain reported feeling light-headed. I noticed that I had an elevated heart rate for about 10 minutes after aborted engine start; which seemed excessive even given the anxiety our situation had caused. I didn't notice any other symptoms. The passengers disembarked at the gate and the Captain wrote up the discrepancy in the maintenance logbook. We found a quiet place in the terminal to debrief and assess our fitness for flight while we waited for a replacement aircraft to be brought to the gate. An hour after the aborted engine start; the Captain continued to feel light-headed and we both decided it would be best if he called in sick. I determined I was fit to fly. I continued the flight with a reserve Captain on a different aircraft with no further incident.




Synopsis: EMB-175 First Officer reported an unusual odor during engine start.
Date: 201909
Local time of day: 1801-2400
Location: SDF.Airport, KY
Flight conditions: VMC
Light: Dusk
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C SDF
ATC / advisory: Tower SDF
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Bird / Animal
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: On final approach into SDF; the First Officer mentioned he had heard a (Thump) on final approach. The First Officer suggested it could be a bird strike and we agreed to check the aircraft out thoroughly before we shut down for the night. The First Officer mentioned that he noticed a mark (on the wing) but was unclear if it had been a bird or not. Maintenance arrived on the scene while we were both having the conversation and I told the Maintenance Technician what our concern was. I went on to say that I would call Dispatch and make a logbook entry. The Maintenance Technician told us not to worry and that he was doing an overnight maintenance check and he would take care of everything. I then suggested that we make the entry and the Maintenance Technician said once again 'NO!' I will take care of it and I then pushed one more time and asked him if he was sure and that it would only take a moment and he again said 'NO!' After our conversation we continued our normal and final duties before departing the aircraft for the night. As we were walking down the terminal we were intercepted by a ramper that overheard our conversation with the Maintenance Technician. The ramper then asked if we had hit a bird and we only told him we suspected a strike but it was unclear and that Maintenance was down to address the issue on his overnight checks. The ramper asked what altitude that we suspected that we made contact and we gave the altitude of somewhere between 2500 and 3000 on final and then we continued to the hotel.I should have placed an entry into the logbook anyway. I was told 'NO' three times by the maintenance man to not make an entry.  We were sort of in a back and fourth on what was the correct thing to do. The correct thing was to place the entry into the book.




Synopsis: CRJ Captain reported that a Maintenance Technician pressured him not to make a logbook entry for a suspected bird strike; resulting in a policy deviation.
Date: 202201
Local time of day: 1801-2400
Location: PIT.Airport, PA
Weather elements / visibility: Snow
Aircraft: Embraer Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class B PIT
ATC / advisory: Tower PIT
Reporter organization: Air Carrier
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Environment - Non Weather Related
Primary problem: Aircraft

Narrative: During visual approach into PIT on ILS 32; at 400 feet AGL; tail strike avoid fail and app 2 not avail messages. Continued to safe landing.




Synopsis: While on short final Pilot reported receiving a tail strike avoid fail and app 2 not avail messages.
Date: 201403
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Citation Excel (C560XL)
Operating under: Part 91
Flight phase: Landing
ATC / advisory: Tower ZZZ
Aircraft component: Rudder Control System
Component problem: Malfunctioning
Reporter organization: Fractional
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We conducted a flight [that was] 3+ hours at FL400. With the autopilot and yaw dampener turned off on final approach; the flying pilot (RP) noted the rudder pedals were hard or frozen. He was able to make an uneventful landing.  Once safely on the runway; the flight controls were passed to the non flying pilot (LP) to confirm the rudder pedal situation. The non flying pilot confirmed the hard or frozen pedals. Once slowed to a safe speed; the rudder pedals broke free and we were able to taxi to the ramp without further issues or assistance.  The rudder still felt stiff and required more input than normal to operate; but did not endanger the taxi operations. Once the aircraft was powered down; the rudder pedals still had the same stiffness that was noted on the taxi.

Callback: The reporter states that a definitive cause for the frozen rudder control has not been reported to him. He is of the opinion though that this event is similar to others previously reported and was likely caused by ice on the control cables.



Synopsis: CE560 Captain reports stiff or frozen rudder pedals during approach with the autopilot and yaw dampers turned off. After landing the pedals become less stiff and the aircraft is taxied to the ramp.
Date: 201203
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: PA-44 Seminole/Turbo Seminole
Operator: Corporate
Operating under: Part 91
Flight phase: Initial Approach
Airspace: Class E ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Situational Awareness
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I had just taken the Local Control position when a PA44 called me about 7 miles west of the airport declaring an emergency due to an engine out. I immediately began asking him what runway he wanted and he stated Runway XXR and I cleared him to land. During this time; I was also communicating with the CIC who immediately began calling the Fire Department and Airport Authority about the situation. The PA44 was heading towards an IFR inbound and numerous aircraft that was in the pattern on Runway XXL so I was coordinating with the CIC and the PA44 as I could. I moved the IFR and 2 of the pattern traffic out of his way. During all of the confusion; I believe I forgot to give the aircraft winds and altimeter or just not the altimeter. I was doing what I could do to get the aircraft to the airport as quickly as possible but the distractions coming from the CIC position as well because of the need for Souls and Fuel on board made me forget to give pertinent data to the aircraft. He landed safely and then taxied out for departure. Go figure. The weather was clear and severe VFR so weather was not an issue. I needed to stay focused on the situation at hand and worked the emergency and the other aircraft before getting into a discussion with the CIC about other data.




Synopsis: Tower Controller described an emergency event when he/she may have failed to provide wind/altimeter information due to required coordination efforts.
Date: 202005
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: A300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We walked out to aircraft to preflight. I remember seeing some animal boxes. Approximately; 1 hour and 10 minutes later we received DG (Dangerous Goods) paperwork with only inaccessible Hazardous Goods onboard (in position 8L we had 1kg of dry ice and 5.66kg of LTH ION 1B). After takeoff we climbed to FL 360. F/O (First Officer) went in back to use lavatory and heard chickens. He discovered they appeared to be in position 1R. We called ZZZ Ramp and let them know the situation. We advised them to call ZZZ1 and advise lives onboard in position 1R. We received an ACARS from Operations that we had lives in position 1R. We advised we knew & had told ZZZ Ramp to advise them. We ensure temperature in the cargo area was appropriate for the animals. A disconnect somewhere with loading and DG Agent. Although I thought I saw live boxes when we went out to the airplane; after 1 hour and 10 minutes on the aircraft completing my pre-flight duties; I totally forgot to ask if lives were onboard. Additionally; the DG agent did not have lives documented on the DG manifest or listed on the DG Position Summary. We were not briefed that lives were onboard when given the DG Manifest & Position Summary. It was early in the morning for all involved. However; we all could've prevented this with a little more attention to detail and folks backing-up their teammates. I feel we all learned a good lesson from this situation.


Second narrative: At cruise altitude we realized that we had a pallet of live chicks and the DG manifest didn't reflect any live animals on board. The Captain called ramp in ZZZ on radio 2. And notified them. We received an ACARS message from Operations that there were lives in 1R. FOM states ' anytime animals are part of the shipment; a statement will appear on the DG Manifest stating that live animals are on board the aircraft and listing the positions in which they are located.' I didn't think to check that the baby chicks were reflected on the DG manifest prior to departure.


Synopsis: A-300 flight crew reported discovering during cruise receiving erroneous Dangerous Goods documents at departure.
Date: 201209
Local time of day: 1201-1800
Location: RIC.Airport, VA
Flight conditions: VMC
Light: Daylight
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class C RIC
ATC / advisory: Tower RIC
Aircraft component: FMS/FMC
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Time Pressure; Situational Awareness; Confusion
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Returned To Clearance; Flight Crew Took Evasive Action
Contributing factors: Chart Or Publication; Human Factors
Primary problem: Human Factors

Narrative: We were given a clearance over the radio to our filed destination via the COLIN 5 departure V16 PXT. From previous experience I knew that V16 starts at RIC; so I pulled out my Low Chart and entered RIC. V16. PXT and confirmed the fixes with the First Officer against the chart. The First Officer then briefed the departure as pilot flying and neither of us correlated the fact that the departure has different fixes PRIOR to intercepting V16. If programmed correctly the FMS should have had MODEL.COLIN.PXT. Instead it had RIC.SVILL.TAPPA. DUPEY COLIN PXT. Upon contacting Departure we were cleared direct MODEL. Because we expected a left turn to one of the first few named fixes in the flight plan we swung the HDG bug to the left and I selected DIRECT. When I could not find MODEL in the flight plan; I realized the error I typed MODEL into the FMS and performed a direct to operation and armed LNAV. I don't even think ATC noticed the left turn by the time we corrected the issue; but that's not really the point. Using the HDG bug to lead the turn is probably not the best behavior either! There is something confusing about how ATC delivers the clearance and the fact that V16 is not published on the COLIN 5; that lead me to generate a flight plan in the FMS starting at the RIC VOR!! There are many things I could have done differently; but none of the clues were noticed by either crew member on the flight deck.V16 [was not] published on the COLIN5 [which confused me.] ATC [was] busy working ground and Clearance Delivery; while I retrieved the clearance. [My] previous knowledge of the airspace forced some sort of bias. I suggest a closer look at the COLIN 5 (and all future departures) might raise red flags as to how to program the FMS. If something seems weird ASK!




Synopsis: A flight crew cleared on the RIC COLIN 5 then V16 entered the route from memory; but failed to enter the V16 segment and so when cleared direct MODEL realized the error because that fix was not in the FMC.
Date: 201807
Local time of day: 0601-1200
Location: I69.Airport, OH
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: Final Approach
Airspace: Class E I69
ATC / advisory: CTAF I69
Second aircraft: Skyhawk 172/Cutlass 172
Reporter organization: FBO
Reporter function: Instructor
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Commercial
Human factors: Training / Qualification; Communication Breakdown; Situational Awareness
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Procedure; Human Factors; Environment - Non Weather Related
Primary problem: Human Factors

Narrative: While on a circling instrument approach to the departure end of the in-use runway; we had a near-miss with a departing aircraft. We made a radio call saying we were on a 2 mile final and we're going to circle to land the opposing runway shortly after the other aircraft called that they were taxiing to the active runway. I thought we would have plenty of time to sidestep to the downwind prior to the other aircraft taking off. As we got closer to our minimums; the student was asking questions and I; the instructor; missed the departing aircraft's radio call. As we started to level off for the rest of our approach; the student went to take off his foggles and that's when I saw the other aircraft and started a left turn; south; opposite the direction of the pattern. The other aircraft also got us in sight; made a radio call saying he saw us; and was turning left (north) into the pattern. Both aircraft landed without further incident. Had the other plane heard our 2 mile out call; which meant we were close to the airport; and waited until we called downwind; they could have given us the separation to complete our approach. Had I called for the downwind earlier; the student could have helped look for traffic and would not have been asking questions that took our attention away from the radio. Going forward; I will increase my personal minimums to pattern altitude when doing circling approaches. That will allow us to sidestep to the downwind further away from the runway and let the student help look for other traffic in the pattern.




Synopsis: An instructor pilot reported a NMAC with departing traffic while entering the pattern at the non-towered airport.