elihoole/asrs-aviation-reports huggingface dataset:
Date: 201902
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: FBO
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: FBO
Reporter function: Instructor
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Engine failure [on] short final; engine died at low RPM setting. On the last landing; we were on final at about 400 feet landing on Runway XX at ZZZ. Student gradually reduced power as we were a little high on the glideslope [and] engine started running roughly. I took controls; added power back in and the engine ran normally. Over the threshold in ground effect; the student pulled power to idle; at this point the engine sputtered and quit. I took controls as there was no go-around option; landed the aircraft and got off at the closest taxi way. I then looked around the cockpit; assured that the mixture was full rich; the fuel pump was on; the fuel selector was on the proper tank; and both magnetos were on. I then tried to restart the engine; the engine started but once again died shortly after I brought the throttle just below 1000 RPM. At this point; I switched tanks; retried the Engine Start Checklist and got the same result. During the preflight inspection; I saw the student sump the fuel and confirmed there was no contaminants in the fuel; he then dumped the fuel in a slop tank. I also visually confirmed both tanks were full [and] the oil was within operating range. The oil was between 7.2-7.3 quarts; well within the operating range of 6-8 quarts. Nothing on the run up indicated of problems occurring in the flight.




Synopsis: PA-28 flight instructor reported an engine failure on short final.
Date: 201407
Location: ZZZZ.ARTCC, FO
Flight conditions: VMC
Aircraft: B767 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Aircraft component: INS / IRS / IRU
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Human factors: Confusion
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Returned To Clearance; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Approximately 35W; with the C autopilot on and VNAV/LNAV sel; the aircraft began an uncommanded right turn (south). We noticed a pos-shift of course line so began looking at FMCs/IRUs. The L IRU showed appreciably larger error than C or R; both GPSs mirrored IRUs C and R (9.5 L; 2.0 all others). Assuming the GPS held priority over the IRS we assumed a GPS receiver failure as GPS no longer guiding aircraft (FMC showed L IRU as priority; the one with massive drift). We were still in contact/troubleshooting with Dispatch and Maintenance Control via SATFON when the ANP exceeded the RNP. Should have told Gander Oceanic prior to this but were busy troubleshooting and; based on the proximity of other aircraft we had the aircraft back on course ('Kentucky windaged' a correction to get us back in the line; offset L1). We woke the Captain who took over my part of the issue. It took several minutes to maybe an hour before it was ascertained that the GPS was a secondary system to the IRU's and in a discrepancy would be shed. It turns out that the L IRU has a maintenance history and the insidious nature of its drift over a long period (7hrs or so) before it became an issue led to the confusion.




Synopsis: The crew of a B767 experienced an uncommanded right turn during cruise flight and were initially confused as to which aircraft system or systems between 3 IRU's and 2 GPS units was causing the course deviation. Commendably the crew manually turned the aircraft back to the approximate course and then began the troubleshooting process.
Date: 202102
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: Mixed
Light: Night
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Weather
Primary problem: Weather

Narrative: This flight was significantly delayed coming from ZZZ1-ZZZ. While awaiting the arrival of the aircraft I called my Dispatcher to double check latest conditions in ZZZ1. She informed me that Runway XX was up to a 5-5-5 braking action and that several arrivals were coming in with no issues. We quick turned in ZZZ we were the crew taking over the flight in ZZZ. Turbulent flight into ZZZ1; uneventful until landing rollout. Weather had been Freezing rain and freezing drizzle all day in ZZZ1. During landing rollout at approximately 30 kts. Tower told us to exit at Taxiway XX and contact Ground. We began to slide straight ahead on the runway I released the brakes and let the aircraft roll down the runway; we advised tower unable we will take exit XY. All taxiways were apparently closed except Taxiway XX or down to the end of the runway. We were instructed to continue down to the end of runway and exit onto Taxiway XZ. Upon reaching the end and beginning to slow about 5-10 kts ground speed the aircraft slid more significantly this time. We were able to regain traction after stopping briefly. We luckily did not slide off the runway nor taxiway. We reported braking action poor to ZZZ1 Tower which they immediately relayed to their Operations vehicles. I don't know the last time the runway was treated prior to our arrival; but it appeared to be about an inch of slushy icy accumulation. OAT was -1C. The walkways and ramps used to deplane passengers were treated with ice melt but extremely slick and dangerous; we had several passengers lose their footing while exiting the aircraft and on the ramp.I was hesitant based on my gut feeling for accepting the flight. I have experienced 5 winters in ZZZ1 in my 5 years at (Airline); each time freezing rain or drizzle is involved has been this exact experience. I understand that we want the operation to get our guests to their destination but I feel no one should have been operating into ZZZ1 today. The National Weather Service had issued an ice storm warning which was definitely evident on our near runway excursion. Next time I will trust my gut and refuse the flight in the interest of Safety. These ice storms are very dangerous and risky to operate in; I hope we can definitely avoid this in the future.




Synopsis: E175 Captain reported poor braking action on landing rollout due to ice and slush build up on runway.
Date: 201811
Local time of day: 0601-1200
Location: ZMP.ARTCC, MN
Flight conditions: VMC
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZMP
ATC / advisory: Center ZMP
Aircraft component: Engine
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
Human factors: Troubleshooting; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Landed in Emergency Condition; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were at 31000 feet and had briefed our arrival and had received our descend via clearance. About 3-5 minutes before top of descent; the Captain and I heard what sounded like a couple bangs from the rear of the aircraft. We did not know what caused it and all the systems were indicating normally. A minute or so later it happened again; this time followed by the left engine spooling down. N1; EGT and N2 spooled down followed by an L ENG FLAMEOUT caution. We identified the malfunction and the Captain called for the L ENG FLAMEOUT checklist. He was Pilot Flying and continued to fly the aircraft while I went through the checklist. At this point we were still dealing with the [problem] and making sure the aircraft was under control so we had not had time to call ATC or Dispatch. At most 1 to 2 minutes had elapsed. As we completed the checklist; the engine had gone through an automatic relight and came back on its own. We completed the checklist which instructed no further action was required. We elected to resume to [our destination] since both engines were working normally and we were already on the arrival sequence. We did not [advise ATC] because at that point we did not have one. We notified the flight attendants what happened and the current status and proceeded normally to an uneventful arrival approach and landing.Maintenance met us at the aircraft; the flameout was written up and the aircraft taken out of service. We do not know the reason for the flameout. I have no suggestions. Everyone in the crew remained calm; made timely and accurate decisions; followed our checklists and SOPs and the flight landed normally.




Synopsis: CRJ900 First Officer reported an engine flamedout then recovered while in cruise flight.
Date: 202107
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Thrust Reverser Control
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Troubleshooting; Distraction
Second reporter function: Captain; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Company Policy; Incorrect / Not Installed / Unavailable Part; MEL; Procedure
Primary problem: Procedure

Narrative: Aircraft was dispatched with an improperly secured left engine thrust reverser. The thrust reverser was secured with a heavy duty zip tie by Maintenance when; to comply with the MEL; it should have been secured with a thick gauge wire. The aircraft was flown in that condition. Proper compliance with all MEL procedures by company and contract maintenance personnel. Proper review of MEL by flight crew to ensure compliance with all maintenance and operational procedures as applicable.  Improved clarity in the description of maintenance and operational procedures throughout the MEL; in addition to better separation of said procedures.


Second narrative: I was assigned to ferry this aircraft with the left thrust reverser inoperative MEL. I did not communicate at all with the mechanic that accomplished the MEL procedure. The thrust reverser lever was secured in the stowed position. I had no knowledge of the technical method that was required to be accomplished by a qualified mechanic. Today I was informed that the maintenance procedure for securing the lever was accomplished improperly.  The flight was completed without incident.


Synopsis: An air carrier pilot reported an aircraft flew with a zip tie securing a thrust reverser rather thick gauge wire as required.
Date: 201402
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Leading Edge Slat
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: We were just outside the Outer Marker.... I called for landing gear down; flaps 15. The flaps went to 15; however; we did not get a green light. This is about the same time we broke out of the overcast and had visual contact with the runway. I elected to continue and land the aircraft. We used flaps 30 and I carried a higher speed. After landing; the First Officer was questioning my choice and looked in the QRH. We should have gone around and come back with flaps 15 for landing. I made the call not to go back into the overcast and land. A Mechanic met the aircraft and found the number one slat was extending; however; we were not getting the indication. The Mechanic applied the MEL and we continued. This MEL is very long and confusing. On our next landing we got airspeed warnings and stick shaker; all false indications.


Second narrative: I was pilot monitoring. While configuring for landing; the Captain noticed the forward amber L E FLAPS TRANSIT light illuminated and called it out. I looked up at the overhead L E Devices Indicator and saw that the Number One Slat Full Extend light was not illuminated green. I notified the Captain of this. We were currently descending via the glideslope on the visual with gear down and flaps; somewhere between 2;000 feet AGL and 1;000 feet AGL. I stated that we will need to go-around. The Captain indicated that he had been in this situation before and we were fine to land. I repeated for the second time that we needed to 'go-around' and 'work on the problem.' He again indicated we were fine. I added that I believed the QRH procedure would want us to land at flaps 15 also. The approach was continued and a flaps 30 landing occurred. Considering the safety of flight and our phase of flight; the first chance I got to open the QRH was on the ground. I showed the Captain the QRH checklist that mandated a flaps 15 landing given our situation.


Synopsis: B737-700 Captain elected to land the aircraft with LE Flaps Transit light illuminated after breaking out of overcast on short final. First Officer stated that a go-around was required.
Date: 201602
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operating under: Part 91
Mission: Training
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: AC Generator/Alternator
Component problem: Malfunctioning
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Once we took off and were departing the area I pulled cabin heat and we instantly smelled smoke of what smelled to be rubber burning. We immediately turned back to the airport and informed ATC of the situation. Fire trucks were brought out and inspected us on the runway. They reported nothing and we taxied back and shut down. Upon inspection the alternator belt was completely frayed and a maintenance mechanic stated that the alternator was seized.




Synopsis: C172 instructor pilot reported returning to departure airport after noticing a burning rubber smell. After landing; the alternator was found to be seized.
Date: 201601
Local time of day: 1801-2400
Location: EWR.Airport, NJ
Flight conditions: VMC
Light: Night
Aircraft: Medium Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground EWR; Ramp EWR
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Confusion; Distraction; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Detector: Person Flight Crew; Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Procedure; Airport; Chart Or Publication
Primary problem: Airport

Narrative: We were pushed back from C Concourse and were told by ramp to disconnect at [gate] short of Taxiway RG.  We called EWR Ground for taxi and were given the instructions: 'Taxi B; D; Short of V.'  The assumed exit point from the ramp is Taxiway RG.  As the First Officer on the flight; I turned my head to the right to see if we were clear right.  I was looking to the right and back at the wingtip to make sure we had proper clearance for the right hand turn.  By the time I looked forward again I realized the Captain had exited the ramp via the Entry only Taxiway referred to as 'Direct access for gate 83/85'.  He explained he turned when [he] saw the Taxiway RG sign.  However he turned prior to the sign; not after reaching the sign.  This early turn did not allow us to immediately turn onto taxiway B as instructed.  We instead had to taxi via S and then B. Ground pointed out to us that we did not properly exit the ramp and to next time use RG.We taxied to Runway 4L with no further incident.I believe the Entry only points should have 'DO NOT EXIT' signs when viewed from within the Ramp area.  This would have immediately given the Captain an idea he was not on Taxiway RG.  The sign for RG is right next to the Entry only Direct access taxiway for gate 83/85.  Also this taxiway is not labeled on our Jeppview page 10-9B.  It is the taxiway immediately south of RG.




Synopsis: A crew pushed back from the EWR C Concourse with clearance to disconnect at a gate near Taxiway RG; then taxi via B; D; Hold Short of V. Because of signage confusion the crew taxied out the throat to A then S; D to hold at V.
Date: 202112
Local time of day: 0001-0600
Location: ZZZ.TRACON, US
Flight conditions: VMC
Weather elements / visibility: Wind
Light: Night
Aircraft: A300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Troubleshooting
Second reporter function: Pilot Not Flying; Captain
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance; Inflight Event / Encounter Fuel Issue
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Inflight Shutdown; Flight Crew Requested ATC Assistance / Clarification; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During climb at around FL190 the Captain noticed that the left inner tank was at around 200 lbs and the right inner was at 2700-3000 lbs. The Captain got out the QRH and started to run the procedure for suspected fuel leak. Company and ATC was notified and divert was initiated to ZZZ. The QRH procedure was complied with and Engine #1 was shutdown. We landed without incident and taxied in once cleared by the fire chief.


Second narrative: Climbing out; fuel over destination blanked. I think we were passing FL190. Noticed left inner tank was down to 200 pounds. Right inner was 2.7-3K. Setup manual feed and jumped into QRH for fuel leak. Reset fuel channel supply computer IAW QRH. Leak indication remained. Coordinated with company for divert to ZZZ. Complied with QRH and shut Eng 1 down. Landed and taxied in without incident. Fire chief said there wasn't visual evidence of a leak.


Synopsis: A300 flight crew reported an engine in flight shut down and diversion caused by incorrect fuel quantity indications.
Date: 201707
Local time of day: 0601-1200
Location: NCT.TRACON, CA
Light: Daylight
Aircraft: Small Transport
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B SFO
ATC / advisory: TRACON NCT
Reporter organization: Government
Reporter function: Departure; Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors; Procedure; Airspace Structure
Primary problem: Procedure

Narrative: Aircraft X departed San Carlos and was handed off to me on radar vectors. I vectored the aircraft north of SJC because there were departures released off of SJC climbing to 5000 ft during west plan operations. When Aircraft X was far enough to the north of the airport; I turned it eastbound. I got distracted by a VFR hand off from the southeast at 10;500 ft MSL that was in the way of all the SJC departures. I resolved the situation to the southeast; and when I scanned back to see where Aircraft X was; I saw that it had entered the 4100 ft MVA at 3000 ft. I immediately climbed the aircraft to 5000 ft with the request to expedite the climb. Aircraft X complied with a quick climb above the MVA.When there are Low ceilings in the SJC area; the amount of IFR departures from SQL; PAO; NUQ; and RHV increase significantly. I would recommend that management personnel keep a abreast of weather conditions; and assign a hand off position before peak traffic starts. Extra sets of eyes could help minimize situations like this.




Synopsis: NCT TRACON Controller reported that an aircraft was inadvertently held at 3000 feet in a 4100 foot MVA area.