elihoole/asrs-aviation-reports huggingface dataset:
Date: 201711
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Beechjet 400
Operating under: Part 135
Mission: Passenger
Flight phase: Parked
Aircraft component: Powerplant Fire Extinguishing
Component problem: Improperly Operated
Reporter organization: Fractional
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Workload; Troubleshooting; Time Pressure; Physiological - Other
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight; Routine Inspection
Result: General Maintenance Action
Contributing factors: Aircraft; Human Factors; Procedure; Staffing
Primary problem: Aircraft

Narrative: Assigned Pilot-in-Command for [a] revenue trip. Upon arrival at the departure airport; I noticed there was one lineman only who would be assisting with aircraft ground operations to include fueling; Ground Power Unit (GPU) usage; coffee/ice/papers; and other duties. As routine practice; I delegated my First Officer the duty of pre-flighting the aircraft exterior and interior. I calculated W&B and performance and took the coffee pot out of the jet to be filled. During this time; our passengers showed up 40 minutes early. While my First Officer was in the cockpit still preflighting; I greeted the customers and was in the process of putting the coffee; ice; and newspapers on the jet when my First Officer brought to my attention the R F/V and R H/V switch was not working properly to reopen the valves after the fuel system test. I confirmed the switch was not functioning properly by depressing the R F/V and R H/V OPEN/CLSD switch. No movement of the valves indicated. I asked my First Officer if he had pushed another other guarded/non-guarded switches. His reply was 'No.' To troubleshoot; I called maintenance. I followed the guidance from maintenance in attempt to clear the discrepancy. It was determined that the valves were not showing movement because of incorrect switch activation in the fire protection system. After visually inspecting the fire bottle pressures in the aft baggage compartment; I saw the fire bottles had been discharged. I then started communicating with company to recover the grounded flight mission.This incident could have been mitigated had my First Officer followed the Pre-Flight Checklist. If a mistake had been made; having the integrity to admit and communicate early perhaps would have prevented bottle discharge. Unfortunately since there was limited ground personnel available to help us 'ready' the jet; my attention was not directed on observing the cockpit pre-flight checks. This is the first time in years of flying this aircraft to have this occur.




Synopsis: A BE-400 Captain reported that during preflight checks they were unable to open the engine fuel valve because the engine was fire bottle discharged.
Date: 201208
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: a320
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Hydraulic Main System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; General Maintenance Action; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: [We received an] ECAM at cruise altitude; Green Hydraulic System low quantity. [We] followed ECAM procedures resulting in an inoperative Green Hydraulic System. Captain and I reviewed all Flight Manual notes; including required landing distance in an abnormal configuration (loss of left reverser; some spoilers; nose wheel steering; and inoperative anti-skid brakes). [We] discussed issues with Dispatch and Maintenance Control. [We] agreed plan of action to continue to destination. Dispatch would discuss with ATC Representative; plan on landing on longest runway winds permitting; have emergency equipment standing by. Captain briefed Lead Flight Attendant. Declared emergency with Center; priority handling with Center and Approach. Manual gear extension accomplished. Aircraft landed on longest runway and was able to taxi clear with differential braking. [We were] towed to gate.




Synopsis: A320 First Officer experiences loss of Green Hydraulic System quantity in cruise and continues to destination. An emergency is declared and flight lands on the longest runway using gravity to extend the landing gear.
Date: 201312
Local time of day: 1201-1800
Location: MMV.Airport, OR
Flight conditions: VMC
Weather elements / visibility: 10
Light: Dusk
Aircraft: Cessna 152
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Final Approach
Airspace: Class E MMV
ATC / advisory: CTAF MMV; TRACON P80
Second aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was accomplishing a practice ILS approach to Runway 22 at McMinnville Airport (MMV); Oregon in a Cessna 152 aircraft. The weather included an overcast layer of clouds from about 2;200 to 3;000 FT MSL. It was clear above and clear below the layer. I was operating on an IFR flight plan and talking with Portland Approach. During the straight-in approach and about 11 NM prior the runway; I was advised by Approach to change advisory frequency (CTAF) and to contact Approach again during the planned missed approach. Following the frequency change; I monitored the CTAF for a few miles with the intent of making my initial traffic advisory call just prior to glideslope intercept; which is 5.2 miles prior to the runway. About 7 to 8 miles prior to the runway; I descended below bottom of the overcast layer; into visual weather conditions. About 6 miles prior to the runway; another aircraft made an advisory call indicating they too were on the same ILS approach to Runway 22 at McMinnville. Their call indicated they were about 8 miles prior to runway (about 2 miles behind me). I assume the other pilot was making a practice ILS approach in VFR conditions; hopefully operating below the overcast layer.  Immediately following their call; I made a traffic advisory call to include my position on the ILS approach. The pilot of the other aircraft asked for my airspeed; to which I replied 99 knots. The pilot declared his intent to pass directly below my aircraft. I continued the approach; visually searching for the other aircraft. In hindsight; I should have executed a climb out along the localizer course. About 4 miles prior to the runway I observed a much faster single-engine low-wing aircraft directly below my nose. The other pilot completed their approach; accomplished a missed approach and departed the area. I never heard any other radio calls from the aircraft.  This is the first time I've ever been intentionally passed on an ILS approach.




Synopsis: Cessna 152 pilot reported he had an NMAC with another aircraft on approach to MMV when he was passed by the other aircraft during the approach.
Date: 201503
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Snow; 10
Light: Daylight
Aircraft: Brasilia EMB-120 All Series
Operator: Air Taxi
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Taxi
Reporter organization: Air Taxi
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Ground Excursion Runway; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Regained Aircraft Control
Contributing factors: Airport; Human Factors; Weather
Primary problem: Ambiguous

Narrative: We were making a slow taxi out from the terminal to the favorable runway. We had the ASOS weather and had received our clearance to depart and pick up our IFR flight plan enroute. I had completed the TAXI and BEFORE TAKEOFF checklists when we were headed south on the taxiway paralleling the runway. This taxiway ended at [an adjacent] runway where we started to make a right hand turn towards [our] runway. As we started to turn; the Captain said out loud that we were sliding. We were turning towards the right but we were sliding more towards the edge of the runway. At this time I said to put the power levers into reverse and I realized that the Captain had already done so and the engines were spooling up to produce reverse thrust. It was not enough as we slid towards the edge of [the adjacent] runway and finally came to a stop at a 45 degree angle as the left main wheels had come in contact with the snow bank on the side of the runway. I did not hear any unusual sounds or feel any unusual feelings as we came to a stop.




Synopsis: EMB-120 First Officer experiences a runway excursion during taxi due to icy conditions. The slide is eventually stopped by the snow berm at the edge of the runway.
Date: 201311
Local time of day: 1201-1800
Location: ZDV.ARTCC, CO
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control; Person Flight Crew
Result: Air Traffic Control Issued New Clearance
Contributing factors: Weather
Primary problem: Weather

Narrative: I had an air carrier come over from low altitude; climb was stopped at FL260 for traffic. When they leveled at FL260 and informed me that the were getting continuous moderate turbulence I expedited their climb and climbed them to FL340. Approxametly 2-4 min later a 737 checked on climbing out of Denver and I turned them to enable a climb; they reported severe turbulence and couldn't maintain altitude so they descended. Shortly after the first air carrier to check in; now at approx FL320; they reported that they had severe turbulence in the climb from FL260-FL265.  I asked if they had any injuries reported and they said they would check. After I received 2 consecutive reports I told the supervisor on duty to shut off that one departure route. I was told that I can't do that because of the liability the government would incur. I then asked if we could have Denver Approach or Sector 6 put those aircraft on that departure procedure on a heading to avoid the area of severe turbulence. I was told I couldn't do that either because of the liability. I was told that no turns are allowed for turbulence.  The original air carrier reported they were having problems with their radios; and said that the turbulence was FL260-280. They did no notify me of any injuries. Recommendation; there is got to be a better way to allow us to turn planes around a known area of severe turbulence for at least a short time until the airlines and all sourrounding facilities have been notified.




Synopsis: ZDV Controller described an unsafe condition event when several air carriers were encountering severe turbulence but controller efforts to give exit clearances were not approved; reported due to government liability.
Date: 202105
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Skydiving
Flight phase: Final Approach
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: FBO
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Other / Unknown; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: We began the day at XA:00; the plane had 13 gallons of fuel on the pilots side; and 11 on the other. Generally we plan for 5-6 gallons per load of jumpers. After releasing jumpers I descended down from 9;000 feet AGL a couple miles east of the airport. Under 3;000 feet AGL on a 2/3 mile straight in approach to Runway XX @ ZZZ; I continued losing altitude as plane with the throttle fully out to lose airspeed. (It was put in every couple thousand feet descending to 'clear' the engine.) When the desired speed and altitude was reached; I pushed the throttle in with no response. I enriched the mixture and pumped the throttle; and that also made no change. Checked fuel selectors; mags; etc; all with no luck. I realized the aircraft would not make the runway fairly shortly. Continuing straight in; I would have hit the side of an adobe hill.Right was rougher terrain; so left was the best option. I made an announcement on CTAF but may have been too low at that time. I navigated to the smoothest looking area i could find given the very short amount of time I had to deal with the situation. Dropped full flaps; and slowed down as best I could. The plane touched down; bounced over a few hills; and came to rest slightly upward on another hill. I exited the aircraft thru the pilots door; and looked over the plane; then called Person X to inform him of the situation and was able to text him GPS coordinates While waiting I checked the fuel level in the aircraft; and the passenger side was empty; while the pilots seemed to have about 7 gallons; however the plane was at a slight angle so could have been inaccurate.Burning 17 gallons of fuel for 3 flights is about normal. Especially considering the slightly lengthy times to climb today.




Synopsis: C182 pilot reported a force landing due to a fuel issue during landing approach.
Date: 202002
Local time of day: 0601-1200
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Mission: Training
Flight phase: Climb
Aircraft component: Aileron Control System
Component problem: Malfunctioning
Reporter organization: FBO
Reporter function: FBO Personnel
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Student Solo Event:  During climb out plane increasingly wanted to bank/turn right as airspeed increased. Extreme difficulty in getting plane to turn left. Due to being unable to turn left; student pilot was forced to make right turns only. Main problem seems to originate from ailerons being uncoordinated; or not being in alignment. Straight and level flight was nearly impossible; even with little to no relative wind present. Aileron usage got significantly worse with an increase in airspeed. It improved only at lower airspeeds.




Synopsis: FBO Manager of Flight Safety reported a student on a solo flight in a Cessna 172 experienced abnormal aileron response.
Date: 201507
Local time of day: 0601-1200
Location: DCA.Airport, DC
Flight conditions: IMC
Light: Daylight
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B DCA
ATC / advisory: TRACON PCT
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Confusion
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: ATC Equipment / Nav Facility / Buildings; Human Factors; Procedure; Weather
Primary problem: Procedure

Narrative: We were in IMC conditions; cleared on the LDA Y RWY19 approach into DCA. There was no localizer signal. We let ATC know this and they realized that they had the wrong information and the airport was actually using the LDA Z RWY19 approach. So; they canceled the approach and vectored us left. We were at 170k and 2000 feet. In IMC we received a terrain warning; 'WOOP WOOP; PULL UP PULL UP'. So; I canceled the autopilot and pulled up. We contacted ATC and informed them of the action and warning and they assigned us altitude 3000 feet. We climbed to 3000 feet and that was the end of the event. They vectored us back around for the LDA Z RWY19 and we had a normal landing.




Synopsis: A flight crew was being vectored for an approach that was not in use. ATC realized their mistake when the crew reported no localizer signal. While being vectored for another approach; they received a terrain warning and climbed appropriately. They were then vectored around for a normal landing.
Date: 201812
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Fire/Overheat Warning
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Departure Airport; Flight Crew Overcame Equipment Problem; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At gear retraction after takeoff Master Caution/Fire bell annunciated with a wheel well fire indication. Gear finished retracting; we finished cleanup and requested immediate turn back to ZZZ and a level off. Completed QRH procedure; Diversion Checklist; ran performance data for Runway XX. Under VFR we descended normally for a normal landing on Runway XX. ARFF (Airport Fire Fighting and Rescue) was standing by and reported no visible fire indications. Ops and Dispatch were contacted and briefed on our situation. We shut down both engines with APU running and ARFF conducted an inspection of wheel wells. With no evidence of fire or smoke; we started both engines and returned to gate. All crew and passengers were deplaned normally.




Synopsis: B737 First Officer reported returning to the departure airport due to a wheel well fire warning annunciation at gear retraction.
Date: 201305
Local time of day: 0601-1200
Location: RYN.Airport, AZ
Weather elements / visibility: 40
Light: Daylight
Aircraft: Amateur/Home Built/Experimental
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Initial Approach
Airspace: Class D RYN
ATC / advisory: Tower RYN
Second aircraft: Cessna Single Piston Undifferentiated or Other Model
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Communication Breakdown
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: I was inbound to Ryan Airport at Tucson; AZ at 2;200 FT AGL and had been given landing instructions from the Tower to report on a 2 mile left base for Runway 6 left. Other traffic was inbound from the same direction as myself and various traffic was pointed out to other inbound traffic but none to me. The next thing I knew a Cessna went underneath me from right rear to left front. I am in a low wing airplane and did not see them coming up from my lower rear. I called the Tower and said the Cessna traffic had just passed under me and was now off to my left at my altitude. I don't remember their exact comment as I was shaken a little after having such a close call. They did not give me any instructions for avoiding the plane during the rest of the flight. I continued inbound towards the left base entry I had been instructed to do. The Cessna continues on in the direction they were going when they went under me and made a downwind entry to Runway 6 left from the position they were in when I reported the incident to the Tower. The Tower then cleared me to land on Runway 6R. I assumed that was to give better separation when landing.




Synopsis: Experimental aircraft pilot experiences a NMAC with a Cessna approaching RYN from the north. No evasive action was taken by either aircraft.
Date: 201707
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: VFR; 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Cruise
ATC / advisory: Tower ZZZ
Aircraft component: Reciprocating Engine Assembly
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Flight Instructor
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition; Flight Crew Diverted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: My passenger and I were doing flight training. We were practicing a power on stall when a loud bang was heard; oil covered the windshield and a piece of the engine flew up through the engine cowling. I immediately shut the engine off; and made a distress call to tower. I was able to safely land in a field. No injuries were observed or reported due to this incident. Besides from damage to the engine and damage to the engine cowling from the engine; no other damage to the aircraft was witnessed.




Synopsis: C172 instructor pilot experienced an engine failure at 3;000 feet AGL and was able to land safely in a field.