elihoole/asrs-aviation-reports huggingface dataset:
Date: 201503
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 100
Light: Daylight
Aircraft: PA-23-250 Aztec
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Fuel Booster Pump
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Private; Flight Crew Instrument
Human factors: Time Pressure; Confusion
Second reporter function: Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: In-flight
Result: Flight Crew Diverted; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft; Procedure
Primary problem: Procedure

Narrative: Inflight Left Engine Anomaly/Power Surge noted. Declared Emergency and got clearance for visual approach and Landing at a nearby airport. Landed without incident. Fuel Pump Diaphragm found to be lacerated by screw that was over tightened causing failure of engine driven fuel pump causing engine power loss. Review of logbooks does not indicate prior adjustment of fuel pump; engine was overhauled approximately 150 hours prior to failure.


Second narrative: Aircraft departed in VFR conditions on an IFR flight plan. After level off at 9;000 FT; the left propeller would not maintain selected RPM. Pilot flying and I attempted to trouble shoot the problem. We could not stabilize left propeller RPM. Pilot flying declared emergency and landed at the nearest suitable airport. After exiting the active runway; the left engine stopped running. The problem was a faulty fuel pump.


Synopsis: A PA-27 engine lost power inflight. An emergency was declared; and the pilot landed at a nearby airport where the fuel pump diaphragm was found to have been damaged by an overtightened screw.
Date: 201404
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: Marginal
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Physiological - Other; Troubleshooting
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While cruising at FL 330 two flight attendants called stating that a distinct electrical odor was coming from somewhere in the aft galley area. I had them verify that nothing was burning in the aft lavatory trash bin or from the coffee station. I also had a third flight attendant verify the smell. All three agreed that it was an electrical odor. I told them that we had no smoke or fire indications in the flight deck but that I would declare an emergency and divert to ZZZ. The First Officer and I ran the smoke QRC and QRH. Upon landing the fire trucks found no signs of smoke or fire. We taxied to the gate and made all company required calls and Contract Maintenance was called to investigate.




Synopsis: When three flight attendants agreed they smelled electrical odors emanating from the aft galley area the Captain of an ERJ-175 diverted to a nearby airport where CFR was unable to detect any heat source.
Date: 201208
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dawn
Aircraft: Dash 8-100
Operator: Air Carrier
Operating under: Part 121
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Spoiler System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Rejected Takeoff; Flight Crew Returned To Gate; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: As the Pilot flying; I advanced the power levers and called for the Captain to set the takeoff power. He stated the power was set and at around 50 or 60 KTS; the Master Caution light flashed and he called to reject the takeoff. When he took the controls; I noted which caution lights were illuminated: Roll Spoiler Inbound Ground; Roll Spoiler Outbound Ground; Roll Spoiler Inbound Hydraulic; and Roll Spoiler Outbound Hydraulic. Upon exiting the runway; we set the parking brake on the taxiway and the Captain called Dispatch and Maintenance. While he did this; I made a brief PA to the passengers explaining the situation. At the instruction of the maintenance personnel; we performed a static run up and were unable to duplicate the problem. We then returned to the gate and deplaned the passengers. After both the Captain and I performed another thorough walk around; we taxied to the runway with no passengers aboard to perform a simulated takeoff; as instructed by Maintenance. We were unable; once again; to duplicate the problem. After further discussion with Maintenance and Dispatch and the Flight Crew; we decided to board the passengers again; having determined the condition of the aircraft to be safe for flight. On our second takeoff roll; I advanced the power levers and called for the Captain to set takeoff power. As he was moving them past 80%; the caution light flashed again and he called to reject the takeoff. We reached a speed of 50 KTS and I noted the Roll Spoiler Inbound Ground and Roll Spoiler Outbound Ground caution lights were illuminated. Once again; we returned to the gate; deplaned the passengers; and spoke to Maintenance and Dispatch. Ultimately; we disable the roll spoilers as outlined in MEL 27-6-1. The rest of the flight was completed without incident.




Synopsis: A DHC100 had spoiler problems on takeoff that led the Crew to abort.  After maitenance the an abort for the same problem led Maintenance to defer the Roll Spoilers.
Date: 201305
Local time of day: 1801-2400
Location: SCT.TRACON, CA
Flight conditions: VMC
Light: Night
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E SCT
ATC / advisory: TRACON SCT
Reporter organization: Personal
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Another instrument rated pilot along with me; on an IFR flight plan under my name made a deviation of altitude and heading. Socal called and brought [the deviations] to my attention.  I corrected immediately.




Synopsis: The C-172 pilot of record on an IFR flight plan failed to note his assistant pilot's course and altitude deviations until advised by ATC.
Date: 201206
Local time of day: 1201-1800
Location: HPN.Airport, NY
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna Single Piston Undifferentiated or Other Model
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Cruise
Airspace: Class E N90
ATC / advisory: Tower HPN
Reporter organization: Air Carrier
Reporter function: Instructor; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Distraction; Situational Awareness; Training / Qualification
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Exited Penetrated Airspace
Contributing factors: Environment - Non Weather Related; Human Factors; Airspace Structure
Primary problem: Human Factors

Narrative: I took a student up for his/her first lesson in a Cessna 162. After departing HPN's airspace to the WNW; we turned north to follow the Hudson River. At this time I was told by the Tower that a frequency change had been approved; but I continued to monitor the Tower frequency. At this point I turned my attention to teaching the fundamentals of flight; and how to control the airplane. I had been looking outside for traffic; but I may have lost track of how far back east we had drifted after reaching the Hudson River. I didn't see any traffic off the nose of the aircraft; but I saw a jet behind and below me; which I assumed to be heading to HPN. Still monitoring Tower; I heard a jet call and report coming close to a training aircraft on the approach. I then flew the airplane to the other side of the Hudson River; well away from any airports; to continue the maneuvers. I was originally intending on departing NW of the airport; going over to the other side of the river to practice maneuvers; but momentarily forgot that HPN traffic was arriving on runway 16; and we drifted right of course. I always try to maintain the highest level of situational awareness; but I am; especially now; keeping in mind where approaching jet traffic to HPN is arriving from at all times.




Synopsis: An instructor pilot aboard a C-162 Skycatcher lost track of his position relative to HPN--their departure airport--while giving basic flight training to a Student Pilot. As a result a possible NMAC with an inbound jet arrival occurred.
Date: 201902
Local time of day: 1801-2400
Location: MIA.Airport, FL
Flight conditions: VMC
Light: Night
Aircraft: Gulfstream IV / G350 / G450
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B MIA
ATC / advisory: Tower MIA
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Commercial
Anomaly: Flight Deck / Cabin / Aircraft Event Other / Unknown; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight

Narrative: Got green laser on the left side of the aircraft in my left eye. Reported it to Tower and safely landed.




Synopsis: G450 First Officer reported encountering green laser during approach to landing at MIA.
Date: 201307
Local time of day: 0601-1200
Location: BUR.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Challenger CL601
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C BUR
ATC / advisory: TRACON SCT
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Deviation - Altitude Excursion From Assigned Altitude; Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: After crossing FIM VOR on the Fernando Five Arrival into Burbank we were cleared DIRECT to SILEX Intersection for the ILS Runway 8 Approach. We were then given an approach clearance that included 'cross SILEX at 3;000 FT; cleared for the ILS Runway 8 approach.' The pilot not flying read back the clearance as stated; set 3;000 FT in the Altitude Alerter and I verbally confirmed the altitude (which I also heard as 3;000 FT.) While descending through about 3;500 FT; ATC advised with a 'low altitude alert; check your altitude immediately' and stated that we had been cleared to 4;000 FT. We countered that we had been cleared to 3;000 FT at which point a new voice from ATC came on asking if we had the airport in sight; which we confirmed. He then issued a new clearance to cross VNY at 3;000 FT and cleared us for the visual approach to Runway 8. When we advised them that we had been cleared to cross SILEX at 3;000 FT and that we had read back the clearance as so; ATC did not respond. No further communications about the situation occurred between us and ATC.




Synopsis: IFR Corporate aircraft inbound to BUR was issued a 'low altitude alert' advisory after an apparent wrong altitude assignment by ATC.
Date: 201203
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: IMC
Light: Night
Aircraft: Dash 8-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Rudder Control System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; General Declared Emergency
Contributing factors: Aircraft; Weather
Primary problem: Aircraft

Narrative: Upon departure; passing through 4;000 FT; the yaw dampener and #2 ADI became inoperative. Given the current meteorological conditions and status of equipment an emergency was immediately declared. The aircraft was handed off to the Captain and the plane returned to our departure airport for a normal landing.




Synopsis: A Dash 8 flight crew declared an emergency and returned to their departure airport when the yaw damper and the First Officer's ADI failed on climbout in night IMC conditions.
Date: 201302
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: MU-2 Undifferentiated or Other Model
Operator: Corporate
Operating under: Part 91
Flight plan: VFR
Mission: Test Flight / Demonstration
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Altimeter
Component problem: Improperly Operated
Reporter organization: Corporate
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine
Human factors: Training / Qualification; Human-Machine Interface; Distraction; Confusion; Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Returned To Clearance; General Maintenance Action
Contributing factors: Human Factors; Aircraft; Procedure
Primary problem: Aircraft

Narrative: I was trouble shooting an autopilot issue and had been given a maintain 3;000 FT command. The autopilot was not functioning correctly and I was trying to trouble shoot when I looked up and saw a 4;000 FT altitude indicated on the Garmin 600. I immediately descended which got ATC to ask me why I was descending. I descended back to 3;000 which really was 2;000. During the wrestling with the autopilot I must have inadvertently bumped the BARO switch that is right next to the knob that is used to select all functions of the Garmin 600 instrument. The BARO was set to the correct setting on departure and I had not made a change. Upon the query from ATC on the altitude I cross checked the altimeters that were not tied to the Garmin 600 and recognized I had a much higher BARO set in the Garmin. Way beyond what was set on departure. My feedback is that the Garmin 600 position makes you reach through the yoke with the non flying hand and it is awkward at best. Also; with the autopilot that is in this airplane the autopilot is not tied to the Garmin 600 and is tied to the co-pilot altimeter. This requires you set altitude pre-select in two places which can be cumbersome in single pilot operations. In addition; because this was an autopilot functional test flight and it was not functioning properly; the cockpit was abnormally busy between operationally checking the autopilot and complying with ATC. The case could be made that it would be prudent to have two pilots on any maintenance check flight. The autopilot ground check was fine but was having interface problems with the Garmin. Hence I was recording values while flying so ground adjustments could be made. There was no conflict and the flight was conducted VFR.




Synopsis: A MU-2 pilot flying an autopilot functional test flight inadvertently changed the Garmin 600 barometric setting so it indicated 4;000 FT and; thinking he was a thousand feet high; descended to 2;000 FT while assigned 3;000 FT.
Date: 201409
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground ZZZ; Ramp ZZZ
Aircraft component: Checklists
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Confusion; Distraction; Situational Awareness; Time Pressure
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Became Reoriented; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action
Contributing factors: Aircraft; Environment - Non Weather Related; Procedure
Primary problem: Aircraft

Narrative: Not late-not in a hurry.  Right at pushback we got the runway and departure change.  During engine start First Officer grabbed the performance computer and began programming changes.  Then we got a pre-taxi ATC call about construction issue near our gate. While stopped; I decided to go through the runway taxi and departure changes and went into departure takeoff mode. Out of sequence now; I inadvertently overlooked the Before Taxi checklist before taxiing.  During taxi we both knew we were out of sequence; so I said I wanted to re-review the departure and performance data.  That's when the First Officer noticed the flaps at 0 and instinctively grabbed the handle and set to five.  So flaps were reset on the move.  We then re-ran the Before Taxi checklist and reconfirmed all configure/takeoff and departure items. I should not have allowed First Officer to begin performance computer changes during pushback. I should have waited until after the Before Taxi checklist was completed prior to addressing the clearance changes. I normally am very sequence oriented but I let the combination of clearances and extra ATC chatter and performance programming knock me out of sequence.




Synopsis: A B737-800 crew became distracted during pushback and engine start by ATC changing the runway and departure. While recalculating performance data the First Officer failed to lower flaps which the crew discovered when the Taxi Checklist was reviewed during taxi.
Date: 201502
Local time of day: 0601-1200
Location: HMT.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Amateur/Home Built/Experimental
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Descent
Airspace: Class E ZLA
ATC / advisory: CTAF HMT
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Private
Human factors: Distraction; Situational Awareness
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Procedure

Narrative: As I was descending out of 2;550 FT MSL for a left 45 degree entry for left downwind pattern to HMT Runway 23. My eye caught a glimpse of an RC aircraft off my left wing approximately 50 FT going vertical and continuing to climb above my altitude. Markings of the closest plane were low wing monoplane with red or orange diagonal stripes over a white background; the second plane was farther off but slightly below the closer one. There was no time to take evasive action. I looked at my altimeter which now read 2;520 FT MSL (pattern altitude) and glanced at my GPS which showed a distance to the center of the airport of 1.91 nautical miles.I transmitted in the blind to other aircraft that were inbound to be aware of RC aircraft that were at and above 2;500 FT MSL. I left a voice message the local RC club. Yes there was a contest that day; but the RC aircraft was above the 1000 FT pattern altitude. Upon talking to the Modeler who returned my call; he said that there was a NOTAM out for this activity; but it should not be for powered model aircraft above 1000 FT MSL. 'CLEARLY THIS AIRCRAFT WAS ABOVE THE 2512 HEIGHT' Issued NOTAM : Airspace Unmanned Aircraft Within AN Area Defined AS 1.5NM Radius of HMT 200003 Surface-2512FT I also left a message for the Airport manager. I can envision that if this height restriction is not enforced that there is a strong potential for a future mid-air incident.




Synopsis: A pilot within two miles of HMT at 2;520 FT had a near miss with a radio controlled model aircraft which passed very nearby while climbing above his altitude.
Date: 201908
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna 152
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Takeoff / Launch
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Time Pressure; Workload
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Departed Runway XX (4470 feet MSL) at XA:20 with left climbing turn into the crosswind at XA:21am.  Continued the climb and turning into the downwind Runway XX at 5100 feet MSL experienced a sudden and total loss of power.  [Requested priority handling] with ZZZ Tower and requested landing Runway XY and was approved - applied full flaps and reassessed landing approach-Changed requested Runway to XY and was approved.  Landed without incident - engine was idling upon landing roll out XA:22 and had taxi power off the runway to the ramp.  This was a return to service flight after Maintenance.  The reason for the loss of power has not been identified.




Synopsis: A Cessna 152 pilot reported a complete loss of engine power shortly after takeoff; necessitating an emergency return to the departure airport.