elihoole/asrs-aviation-reports huggingface dataset:
Date: 201705
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Haze / Smoke; 5
Light: Daylight
Aircraft: PA-25 Pawnee
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Takeoff / Launch
Aircraft component: Fuel Line; Fittings; & Connectors
Component problem: Malfunctioning
Reporter organization: FBO
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Situational Awareness; Training / Qualification
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: The Piper Pawnee PA-25-235 was being used as a tow plane in glider operations.   A Schweitzer 2-33 glider was in tow when the tow plane lost power approximately 100 feet off the ground.  The glider was released and both the tow plane and glider landed on the far end of the runway with no damage.  This particular PA-25-235 has been modified for towing operations with a hopper fuel tank.  Upon stopping the plane and further investigation; I noted 85%+ fuel in the plane.  When I opened the fuel tank cap; the fuel tank popped up/out approximately 1'.   After further investigation; the fuel vent line was completely plugged and had caused a complete vacuum in the fuel system.  I have no knowledge of a proper vent cover on this Pawnee and it has been flying for years from what I can tell with no vent tube cover.  I hope by filing this report that other owners of PA-25-235 with modified hopper fuel tanks ensure that they are using fuel vent tube covers.  This was the 5th flight of the day in this plane and this is a particularly difficult if not impossible item to pre-flight.




Synopsis: PA-25 pilot reported the aircraft lost power at 100 FT AGL when the fuel vent line became clogged.
Date: 201809
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Electrical Distribution
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Landed As Precaution; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Air return after CA (Captain's) MFD; PFD and EICAS went black during takeoff. Autopilot disengaged. All came back approximately 2-3 seconds later. Both CA and FO (First Officer) speeds dashed out. Then FO comms were lost and he had a stuck mike transmitting on departure frequency. FO couldn't transmit nor could he hear me speak. Requested a return to (departure airport); asked ATC to notify company; notified FA (Flight Attendant) and passengers. Uneventful return. Post Flt IC-600 Bus Failure error message noted. Subsequently IC-600 was replaced.




Synopsis: EMB-145 Captain reported returning to departure airport after the loss of several systems related to a bus failure.
Date: 202011
Local time of day: 0601-1200
Flight conditions: VMC
Aircraft: Citation X (C750)
Operator: Fractional
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
Reporter organization: Fractional
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Regained Aircraft Control; Flight Crew Became Reoriented
Contributing factors: Weather
Primary problem: Weather

Narrative: We were cruising along when we experienced moderate to severe turbulence. The aircraft was temporary out of control and we lost about 800 feet in altitude over a period of about 10 seconds. The controller noticed that we had lost altitude and gave us a descent to FL450. The remainder of the flight was uneventful. Possible clear air turbulence. If we could get more pilot reports from the altitudes that we normally fly at that would be helpful. We did let the controller know that it was an extremely rough ride at Flight Level 470.




Synopsis: CE-750 Pilot report possible clear air turbulence resulted in temporary loss of control.
Date: 201808
Local time of day: 0601-1200
Location: C90.TRACON, IL
Flight conditions: Mixed
Light: Daylight
Aircraft: Super King Air 350
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ORD
ATC / advisory: TRACON C90
Second aircraft: Medium Large Transport; Low Wing; 2 Turbojet Eng
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Ambiguous

Narrative: While on the ERNNY 4 arrival we encountered wake turbulence at approximately 8000 feet in between clouds and in clear air. The aircraft pitched up and rolled to the left causing the autopilot to disengage. After the initial pitch and roll changes the aircraft encountered violent turbulence tossing cabin items and people; crew and passengers were all seat belted and no injuries. The First Officer reported the wake turbulence to Approach Control and then we were advised that we were 5 miles in-trail of [another aircraft] at the same altitude. He asked if there were any injuries and we reported no. I believe we encountered the wake of the [other aircraft] because he descended from a higher altitude to our altitude in front of us. Traffic was heavy and we were instructed to maintain 240 knots or greater when we encountered the wake turbulence. After reporting the event we were slowed down and vectored onto 9L ILS approach behind the same traffic; and we maintained a dot high on the glide slope to make sure we did not encounter wake turbulence again. I am not positive that the wake we encountered came from the traffic ahead or other traffic that may have crossed our path. After many years of flying heavy jets this was a real eye opener for me; encountering wake turbulence like this at low altitude would be a real challenge.




Synopsis: King Air 350 Captain reported encountering wake turbulence on arrival into ORD.
Date: 201211
Local time of day: 1201-1800
Location: DOV.TRACON, DE
Flight conditions: VMC
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E DOV
ATC / advisory: TRACON DOV
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Other / Unknown
Anomaly: ATC Issue All Types; Conflict Airborne Conflict
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Procedure; Human Factors
Primary problem: Ambiguous

Narrative: IFR flight plan in VMC under Dover control. Traffic called at 7 miles at ten o'clock and I called that I saw it. Traffic was squawking Mode C and was called at 4;100 feet; I was at 4;000 feet. Traffic heading northwest. I was on V16 heading southwest. I let traffic get close; but at one point I decided to dive the aircraft rapidly to 3;200 feet and turned to keep eyes on the other aircraft...informed ATC of maneuver and that 'that was close.' Other aircraft never took any action. Climbed back to 4;000 feet and continued flight without further event. The other aircraft was not at proper VFR cruise altitude.




Synopsis: P28A pilot reported he took evasive action and dove to avoid an aircraft he perceived to be a collision threat.
Date: 201511
Local time of day: 0601-1200
Location: CZQM.ARTCC, FO
Flight conditions: VMC
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Airspace: Class A CZQM
ATC / advisory: Center CZQM
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural FAR
Detector: Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: We received our oceanic clearance from Gander.  It was an amended clearance including a different coast out point.  We accepted the clearance and used the [LORAN] guide to check it.  We input the revision and checked it.  We then proceeded direct to the new coast out point.  About two minutes later Moncton center asked if we were going to the new coast out point.  When we responded affirmative center advised us that the oceanic clearance was just that and did not include a domestic clearance to proceed to the coast out point. At the time we were using Controller Pilot Datalink Communications (CPDLC) for both domestic center contact and the Oceanic clearance and we thought that we were doing what was expected.  There was no other deviation and no loss of separation with any other aircraft.This was a misunderstanding as to the action required by a clearance issued via CPDLC.  I think had we gotten the clearance via CPDLC and we were talking to Moncton on the VHF rather than monitoring Moncton on VHF as directed via CPDLC there would have been clear delineation between agencies but in this case we didn't catch the difference.This exact scenario is being given in this year's [training].  Highlighting this would have prevented this.  I don't remember asking for a clearance to the new coast out point during the [training] either.




Synopsis: A B777-200 Captain reported a track deviation on an international flight stemming from a misunderstanding with ATC.
Date: 201307
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: C-46 Commando
Operator: Air Carrier
Operating under: Part 135
Flight phase: Taxi
Aircraft component: Main Gear
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe
Human factors: Situational Awareness
Second reporter function: Inspector
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Taxi
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Human Factors; Aircraft
Primary problem: Aircraft

Narrative: A Curtiss C-46 aircraft had just completed test flight. Upon taxiing back to our ramp via the south entrance; the aircraft executed a left turn to park in spot four. Late afternoon July 2013; while attempting to park; the right Main Landing Gear (MLG) collapsed; resulting in a prop strike of the Number Two engine and the right wing contacting the ground. All crew members aboard safe and uninjured. Emergency response was immediate and ultimately not needed. I had worked on the landing gear in question during check. Cause not known at this time; awaiting findings.


Second narrative: Notified via company of a landing gear malfunction; determined that the [Landing Gear] Indication System seemed to be functioning correctly and it was decided to land the aircraft. All appeared to be normal on taxi rollout and subsequent turns; but on final positioning under differential power; the right Main Landing Gear (MLG) collapsed. This occurred late afternoon; in daylight; sunny; dry; high visibility conditions. This occurred on the ramp in ZZZ; involving a Curtiss C-46 owned by our Air Carrier.  Maintenance resources involved in the post incident recovery and cleanup. No injuries occurred. Loud noises of tortured metal emanating from the ramp outside the hangar. Currently under investigation for the cause of the malfunction. Began recovering the aircraft with appropriate equipment to return it to both main landing gear 'Down' and 'Locked' status. Under investigation by the Company for root cause of event. Maintenance Inspector. Aircraft damage.


Synopsis: An aircraft Inspector and a Maintenance Technician report a right Main Landing Gear (MLG) on a Curtiss C-46 aircraft had collapsed while taxiing during a final positioning left turn under differential power.
Date: 201908
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Aircraft component: Flap/Slat Control System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Second reporter function: First Officer; Pilot 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: On approach to landing at ZZZ we noted that the min airspeed band and stall band merged together showing an abnormal condition. We did a go around and determined that we had a slat problem (number 8 slat failed to extend). We eventually landed at flaps 15 per the abnormal checklist at ZZZ. We followed the checklist and procedures and made a successful landing.


Second narrative: On descent into ZZZ; while configuring; we had a[n] abnormal airspeed indications; amber overspeed and underspeed bands narrowed to within 2kts of one another at Flaps 15; and actually overlapped at Flaps 25. We went around; held; ran the 'LE FLAP TRANSIT' checklist; got appropriate landing numbers; and returned to land at ZZZ. We did a Flaps 15 landing per the checklist; and used max auto-brakes and max reversers until stopping distance was assured. Afterward; we learned from Maintenance that slat 8 was operating normally; but not indicating fully extended...which caused the abnormal airspeed indications. WX (Weather): VFR. It took us a while to diagnose the problem because the LE FLAPS TRANSIT light was not on at all flap settings...even when slats were extended but indicating improperly.


Synopsis: B737 Flight Crew encountered a slat problem during approach to land.
Date: 201808
Local time of day: 1201-1800
Location: CLT.Airport, NC
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B CLT
ATC / advisory: TRACON CLT
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
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: Human Factors; Weather
Primary problem: Human Factors

Narrative: After being cleared to descend via the STOCR2 RNAV OPD arrival into CLT; I set 9000 FT into the altitude selector and verified it with the Pilot Monitoring (PM) First Officer (FO). Passing DOOMY between 11000 FT and 9000 FT; I set 8000 FT into the altitude selector and verified it with the PM FO. I incorrectly began a 1000 FPM descent to 8000 FT. At approximately 8600 FT; CLT Approach called us and told us to climb back to 9000 FT; as the profile called for us to maintain 9000 FT until LEEKS. We acknowledged the climb; and reset 9000 FT in the altitude selector; verified it; and climbed back to 9000 FT. Passing LEEKS at 9000 FT per the arrival; we descended to 8000 FT per the procedure and continued the rest of the arrival; approach; and landing on 18L. The biggest threat with this event was that due to enroute weather; we were filed and cleared for an east side arrival into CLT. I had never flown the STOCR2 arrival or landed on 18L in CLT before. Although we took the time to brief the arrival and approach and landing exit; this RNAV OPD was unfamiliar to me. I honestly thought I was flying the procedure properly; and had even told the FO that I was going to start my descent to 8000 FT at DOOMY; which was incorrect. It wasn't until ATC called us in the descent to 8000 FT that I realized my error. I believe the FO was also unfamiliar with this arrival; as we usually get a west side arrival for 18R/36L. We simply missed the requirement to maintain 9000 FT until LEEKS. I am going to start delaying putting in the next lower altitude in the altitude selector (in this case 8000 FT) until after we cross the fix that permits the descent (in this case LEEKS); rather than right after capturing the higher altitude (in this case 9000 FT). I think that will help me to not descend prematurely.




Synopsis: CRJ-700 Captain reported an altitude deviation occurred on the STOCR2 RNAV OPD arrival to CLT. Reporter cited unfamiliarity with the procedure as contributing.
Date: 201505
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Amateur/Home Built/Experimental
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Throttle/Power Lever
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Critical; Conflict Ground Conflict; Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was given clearance for a straight in approach to Runway 22R and preceded normally. When I reached approximately .5 miles from my touchdown point I began getting a little low as noticed from visual cues and the VASI lights. I attempted to add power; but the throttle was unresponsive. I tried several times while watching the approach end of the runway. I was watching the position of the runway; the surrounding area; the area between my aircraft and the runway and the activity on the south runway whose approach end displaced further toward the northeast which was within gliding distance of my aircraft. There was an aircraft taxiing into position on the south runway. There was a fence at the boundary of the airport. I called the Tower and announced I had an unresponsive throttle. The Tower instructed me to go around and try to sort out the problem. At this point I was concerned about being able to land on my assigned runway. I had to make a quick decision because I assumed the aircraft on the south runway would start its takeoff roll very quickly and I didn't want to chance not making my runway and possibly collide with the fence or the aircraft which would then be in its takeoff phase. I replied that I was unable to add power and announced I was going to land on Runway 22L. I proceeded to offset my final approach to the south and land on the south runway prior to the aircraft starting its takeoff roll. I made a turnoff at the first appropriate taxiway. The Tower Controller instructed me to contact the controller for 22L which I did. That controller instructed me to contact the Ground Controller which I did. It took me several attempts to get the engine rpm up to taxi power. I was unable to apply full power. I was given taxi instructions back to the hangar which I followed.An experienced friend met me at the hangar to help determine a possible cause. We found the accelerator cable to have a noticeable bend in it as if it was unable to push the throttle open. The accelerator spring may need replacing with a stronger tension spring. I will have my A&P Mechanic look at it to determine a definite cause and solution prior to operating again.




Synopsis: LongEZ pilot reported an unresponsive throttle in flight; fortunately on short final to an airport.