elihoole/asrs-aviation-reports huggingface dataset:
Date: 201907
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: Mixed
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Powerplant Lubrication System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Troubleshooting; Workload
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Inflight Shutdown; General Maintenance Action
Contributing factors: Human Factors; Aircraft
Primary problem: Aircraft

Narrative: Descending into ZZZ on ZZZZZ STAR at FL280; First Officer pointed out appearance of engine compact indicators and boxed low oil quantity indications on center DU. I asked fight attendants to look at Number 1 engine for indications of streaming fluid. First Officer with concurrence pulled back Number 1 engine to idle. Oil pressure started to fall and was soon highlighted. Oil temperature on Number 1 was slowly rising to match Number 2 which had a much higher power setting. QRH consulted for engine low oil pressure; recommending engine shutdown. Flight attendants reported no visual streaming. I assumed Pilot Flying duties and engine was shut down in accordance with QRH procedures directed by First Officer. First Officer sent message to Dispatch informing of situation and declared an emergency with ATC (TRACON).I informed flight attendants of engine shutdown and expectations of normal landing; rollout; inspection by ZZZ Fire Department; and then taxi to gate. I made similar PA to Passengers. The flight attendants calmly secured the cabin for arrival. First Officer got 15 flap numbers from [weight and balance system] and directed the One Engine Inoperative Landing Checklist in the QRH covering all contingencies. Flight touched down uneventfully on Runway 30 in ZZZ. I intentionally rolled past [first taxiway] high speed to [second taxiway] to meet awaiting fire truck and not shut down arrivals into ZZZ. First Officer retrieved the brake cooling requirements and determined the Safety of inspection by ZZZ Fire and ability to taxi to gate. Fire inspection observed small amount of oil smoke from oil in the aft engine area and recommended they follow us to gate which they did.


Second narrative: [Report narrative contained no additional information.]


Synopsis: B737 flight crew reported the loss of the Number 1 engine oil pressure during descent; which resulted in a an inflight engine shutdown.
Date: 201502
Local time of day: 1201-1800
Location: K39.Airport, MO
Flight conditions: Mixed
Weather elements / visibility: VFR/IFR/VFR; 6
Light: Dusk
Aircraft: Baron 58/58TC
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class E T75
ATC / advisory: TRACON T75
Aircraft component: Engine
Component problem: Failed
Reporter organization: Corporate
Reporter function: Single Pilot; Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Workload; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Flight Crew Inflight Shutdown; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Landed in Emergency Condition; Flight Crew Landed As Precaution; Flight Crew Diverted; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was on an IFR flight plan at a cruise altitude of 7;000 feet. Everything was normal on run up; take off; climb and level off. I had just leveled off and had completed the cruise check. All gauges indicated normal and in the green with no indication of a problem. After about 5-10 minutes at cruise; the right engine started to cough/sputter. At first I thought it was water passing thru the fuel line. Engine instruments still showed normal. The engine didn't show any improvement; so I moved the fixture control forward for more fuel. It did not help; so I moved the boost pump to the on position. The engine continued to get rougher in operation. I then advised ATC that we had an engine problem and needed the closest airport available. At this time; I feathered the engine. ATC advised that K39 (St Claire) or UUV (Sullivan) was the closest. I asked for K39 and considered UUV because it had a better and longer runway plus I thought K39 was closed. I started to ask for UUV when ATC indicated UUV was 8 miles away. At about the same time; ATC also indicated we were over K39 so I decided to stay with the original plan and land at K39. During descent; I advised ATC I was trying to restart the right engine but would not restart. Descent was continued thru an overcast layer estimated to be around 3;000 feet with vectors to the airport. Got a visual on the airport and runway. Descent was continued to airport visually with runway in site and landed without further incident. We lost radio contact with ATC around 2;000 feet.




Synopsis: A Baron 58 pilot experienced a rough running engine while at cruise at 7000 feet. He feathered the engine and diverted to the nearest airport. The approach and landing were uneventful.
Date: 201709
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Flight Dynamics
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; 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 level at FL370 I noticed a slight pitch oscillation and the aircraft struggled to hold altitude. After about 10 minutes it got worse and ECAM F/CTL ELAC (Elevator and Aileron Computer) 2 FAULT [was displayed]. We followed procedure and selected 'off' then 'on' per ECAM. The fault cleared and we continued. The oscillation started again and same ECAM resulted. We followed and reset again per the ECAM. After the second reset I decided that even though the computer was resetting correctly the problem with the pitch oscillation was the ELAC 2 computer. After the 2nd reset much more aggressive pitch up oscillation occurred and I selected ELAC 2 OFF and the problem went away. Problem solved; I considered options. The only operational consideration was loss of CAT III dual. I consulted the QRH and confirmed ELAC 1 had picked up the load. Not concerned about safely continuing to [destination] I consulted the MEL and confirmed that ELAC 2 was not allowed to be deferred. I called Dispatch for consult with Maintenance. Maintenance and Dispatch confirmed that they wanted the aircraft to return to [departure airport]. Having no operational/safety concerns with the aircraft and weather CAVU at ZZZ; a joint decision was made to return without incident.




Synopsis: A320 Captain reported returning to departure airport after experiencing an Elevator and Aileron Computer (ELAC) anomaly.
Date: 201908
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: A300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Parked
ATC / advisory: Ramp ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight; Routine Inspection
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action; General Work Refused
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: When First Officer checked Haz can found puddles of oil all over the floor; covering almost all of the floor and under Hazmat boxes. Notified Ramp to remove the can. Called Duty Officer and Dispatcher to loop them in. Can was removed. Ramp was aware of can issue when it was loaded; don't understand why it was used.




Synopsis: A300 Captain reported Hazmat container leaked Class 3 flammable liquid on aircraft deck. Defective container removed.
Date: 201905
Local time of day: 0001-0600
Location: LAX.Airport, CA
Flight conditions: VMC
Aircraft: B777-300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B LAX
ATC / advisory: Tower LAX
Second aircraft: Widebody Transport
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Situational Awareness; Communication Breakdown
Anomaly: ATC Issue All Types; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification; Flight Crew Regained Aircraft Control
Contributing factors: Human Factors; Procedure; Environment - Non Weather Related
Primary problem: Procedure

Narrative: Tower cleared us for takeoff shortly after preceding wide body was airborne. We were given 'Fly 220 heading after takeoff at shoreline' as was the clearance for preceding wide body. Just after rotation at approximately 100' AGL we encountered very strong wake turbulence causing a sharp wing low deviation. Captain regained control and we climbed in and out of preceding aircraft's wake turbulence for quite a while. We informed LAX Tower of our wake occurrence and mentioned spacing was not sufficient. Tower controller rudely and unprofessionally responded 'Your only requirement is 3 miles separation for takeoff'. Separation behind wide body aircraft gets worse and worse each month. FAA cannot afford another loss of life over this chronic problem. Encountering wake turbulence at 100' AGL at 765000 lbs near max takeoff weight with 325 lives is unacceptable. Increased separation behind wide bodies for all aircraft. Why does a wide body have reduced separation behind another wide body?

Callback: Reporter expressed extreme concern that the current separation standards departing LAX are insufficient for safe operations.



Synopsis: B777 First Officer reported encountering wake turbulence at 100' AGL departing LAX in trail of another wide body aircraft.
Date: 201501
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Crosswind; 40
Light: Daylight
Aircraft: Champion Citabria 7ECA
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Aircraft component: Main Gear
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Human-Machine Interface
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Ground Strike - Aircraft; Ground Excursion Runway; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Took Evasive Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Landing in an Aeronca champ with a 5-6 knot cross wind. Touched wheels at 70 mph. Lifted off the grass to settle into a three point attitude. Dropped from about two feet. Less than in past landings. As soon as all three wheels touched down; it felt like the left brake was locked. The cross wind was from the left. I used full aileron and rudder deflection to the right. The plane was still veering to the left. I then used full right brake. Scary at that speed. Even with full right brake; the plane was still veering to the left. When the plane had turned 90 Degrees to the left; there was a boat in the current path; I released right pressure on the rudder. The tail came around quickly at that point. The wings were level until the plane stopped completely. With the plane completely stopped; pointing toward the field; I added a little power to taxi back on the runway. At this point; the left gear gave way in slow motion. The left wing tip slowly came to a rest on the ground. The Ground loop circle was about 75-100 FT diameter. It could have been pilot error but it doesn't sound like a normal ground loop. The left gear collapsed completely. In a normal ground loop; I think the outside gear would collapse; not the inside. The right wing never came close to the ground. I think the oleo gear attachment point broke; causing the large diameter slow acting ground loop.




Synopsis: Aeronca Champ pilot experiences a brake and gear anomaly during landing resulting in a locked left brake and a ground loop to the left. After the aircraft is stopped an attempt to taxi on to the runway results in the left gear failing in slow motion.
Date: 201911
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Haze / Smoke; Rain; 1
Light: Night
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 ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Personal
Reporter function: Pilot Not Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Confusion; Human-Machine Interface; Physiological - Other; Training / Qualification
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: The event filed took place after myself and two friends took up my friend's plane up to pick up a part from FBO X. Friend 1 has his ATP and the other CFI. The CFI onboard was working on his double I and wanted further instruction on how to teach IFR. I myself have never flown in the aircraft flown in which the event took place in but the two other pilots on board were checked out and proficient in the aircraft.While on our way back from picking up the part needed for a different aircraft; we saw weather deteriorating along our route back to ZZZ. The CFI on board saw this as a great opportunity to learn more about picking up a pop up IFR; as did me and the other pilot on board. After picking up our IFR flight plan we continued in IMC conditions. I was not proficient in steam nor the plane at the time the event took place; but the hazardous attitude of macho-ness kicked in due to my experience of being a CFI-I and an ATP pilot. Along our way back I suffered from disorientation due to my inability to successfully articulate the steam gauges being used; which led me to deviate from ATC assigned heading by 30 to 50 degrees. Once it was evident that I was disoriented in flight; the CFI took the controls and enabled autopilot to help navigate us back on course. After navigating back on course and on to final; we lost our alternator and squawked 7600 and communicated via hand held radio in order to safely navigate back to the non-movement area and troubleshoot the problem.The biggest lesson that I took from this whole event is that proficiency is important not only to instructing but also when fun flying with friends. Although my friend gave me controls of the aircraft and expected me to know how to fly the aircraft effectively; I was unfamiliar with the plane which led to the event that took place. After this event I know that I must ensure my proficiency in the aircraft being flown is up to standards before taking control of the aircraft again.




Synopsis: PA28 pilot reported disorientation with standard instrumentation and alternator failure due to unfamiliarity with aircraft.
Date: 201502
Local time of day: 0601-1200
Location: MMTJ.Airport, FO
Aircraft: Balloon
Operator: Personal
Operating under: Part 91
Flight phase: Parked
Reporter organization: Personal
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Lighter-Than-Air; Flight Crew Instrument; Flight Crew Commercial
Human factors: Other / Unknown
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Maintenance
Detector: Person Observer
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Airport; Procedure
Primary problem: Aircraft

Narrative: There is a White blimp parked at Tijuana International Airport in Mexico; right at the border with the USA near San Diego which is a potential hazard to commercial aviation as it is sitting outside on its mooring mast and not being watched or maintained as per the aircraft manual nor aircraft requirement. Nor is it being watched by anyone with the required Lighter than air experience to know what to do if the blimp comes off of its mooring mast. The potential of the blimp breaking off its mast is a real potential threat especially as it is not being maintained nor watched by certified or experienced personnel. The blimp is un-airworthy and can not be flown without required maintenance and repairs. Damage to one of its stabilizers can be seen clearly; this damage was done by the owner operator trying to take the airship out of a nearby hangar with No experience personnel. If this blimp comes off its mast; it will raise with the wind and there is no guarantee that its deflation system will activate; this can cause a great deal of danger to landing or taking off passenger aircraft.




Synopsis: A qualified observer reported a damaged and unattended blimp parked at the Tijuana International Airport. If untethered while unmanned; the airship poses an air travel danger.
Date: 201911
Local time of day: 0001-0600
Location: SPIM.Airport, FO
Flight conditions: VMC
Aircraft: Heavy Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Confusion
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance
Contributing factors: Company Policy
Primary problem: Company Policy

Narrative: SPIM to ZZZ cancelled a few days ago; but came home last night. They took off around 15 minutes prior to us. On paper they were Aircraft Y; or close to that; but they took off as Aircraft X. We were Aircraft X. This caused problems all night as we were on the same frequency most of the night. Callsigns this close would cause problems anywhere; but south of the border; the controllers could not grasp that they had to use complete callsigns - add the 'Company name' to the other callsigns. Had it not been for the diligence of both crews we would have taken one another's clearances several times in the night. Having two aircraft airborne in close proximity to one another with callsigns that close is unacceptable. This problem should have been foreseeable.




Synopsis: Air carrier Captain reported two flights with similar callsigns departing the same airport around the same time created confusion in communication between controllers and flight crew.
Date: 201901
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Aileron Control System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Second reporter function: Captain; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During the RNAV visual approach to XXR Aircraft X had a jammed control wheel (aileron) specifically no left roll at approx 600 AGL shortly after disconnecting the autopilot; while rolling out of the turn to final. I was flying at the time of the malfunction. I brought it to the attention of [the] Captain; and we exchanged control to find that his left ailerons were also jammed. Captain quickly and verbally performed the memory item with confirmation and disconnected the aileron. We then determined that the right side controls had roll authority; while the Captain was helping on the elevator in case of any other issues. Together we continued a stable approach to landing in the touchdown zone and on centerline. Maintenance at ZZZ found a flashlight left in the forward Electronics bay and speculated that to be the cause of the jam.


Second narrative: Working Aircraft X to ZZZ.It was the First Officer's leg to fly. It was an uneventful flight until the landing. We were given the RNAV XXR visual approach. We had the autopilot fly until we were on a left base leg. At that point the first officer disconnected the autopilot to hand fly and make the left base turn. He rolled out and had the plane in a stable approach when I called out 1000ft instruments normal. Roughly around 600ft the First Officer called out that the left aileron was jammed. I verified this as mine was also jammed. I then performed our immediate memory item and disconnected the aileron disconnect handle. My side was still jammed so the First Officer continued to fly and I was helping on the elevator to make sure we didn't have any other issues. I elected to continue since we were stable and I did not want to do a go around since the wind was reported on the ATIS of 190 at 9 gusting 17. We safely landed the aircraft and taxied to the gateWe deplaned through the jet bridge. No passengers knew about this incident. After deplaning I briefed the flight attendants on the incident and made all the appropriate phone calls to dispatch and the chief pilot. Contract mx came out to the aircraft later and found that a flashlight was down in the avionics bay which must have rolled around on final and caused the jam.


Synopsis: EMB-175 flight crew reported the left aileron was jammed on the Captain's side.