elihoole/asrs-aviation-reports huggingface dataset:
Date: 202002
Local time of day: 1201-1800
Location: ZDV.ARTCC, CO
Flight conditions: VMC
Light: Daylight
Aircraft: EMB-505 / Phenom 300
Operator: Air Taxi
Operating under: Part 129
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZZZ
Aircraft component: AC Generator/Alternator
Component problem: Failed
Reporter organization: Air Taxi
Reporter function: Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We are covering the route from ZZZ to ZZZ1 with 2 passengers and 2 crew on board for a total of 4 souls on board. With 5;100 lbs. fuel on board; which is enough to fly 4 hours. Our flight was for 2 hours 5 minutes.Gen 1 off bus.Prior to start the decent we had an abnormal vibration with no CAS message associated. Fifteen minutes after that we proceed to the QRH page engine abnormal checklist. This aircraft doesn't count with a vibration engine indicator. After doing the checklist the vibration still there. We continued our flight monitoring the systems and we didn't have any abnormal indication in the airplane systems. After this we got a CAS message indicating Gen 1 Off Bus which took us to make QRH procedure. After following the checklist took us to shutting engine number 1 to secure the engine. We [advised ATC] and we decided to continue to ZZZ1. Before landing we did QRH procedure one engine inoperative approach and landing. Once we landed safely we taxied to [FBO ramp].What we learned as crew about this situation is that the aircraft would have an engine vibration indicator this with helps to detect the origin of the vibration earlier.




Synopsis: Captain reported a #1 engine generator failure caused an inflight shutdown and a precautionary landing.
Date: 202004
Local time of day: 1201-1800
Location: APA.Airport, CO
Flight conditions: VMC
Weather elements / visibility: CAVU
Light: Daylight
Aircraft: RV-9
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Takeoff / Launch
Airspace: Class D APA
ATC / advisory: Tower APA
Second aircraft: Small Aircraft
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Conflict Ground Conflict; Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Procedure; ATC Equipment / Nav Facility / Buildings; Airspace Structure
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: Cleared for take off Runway 10. On ADSB; [I] saw [a] small plane coming [in the] opposite direction toward landing Runway 28 (same runway). Delayed take off roll and queried Tower if Aircraft Y was landing Runway 28. They said no; that it was downwind for Runway 17. Aborted take off as [the] plane never turned north for downwind entry for Runway 17. This was an NMAC in the making. After rolling out and entering [the] ramp after aborted take off; Tower advised me the traffic was north of centerline for Runway 10; and downwind the whole time (it wasn't). The Tower is not aligned with Runway 28 and their visual was in error. Poor and dangerous display of controlling abilities. Lost confidence in their keeping me safe.




Synopsis: Pilot reported miscommunication with ATC; causing ground conflict and a possible airborne conflict when preparing for takeoff.
Date: 201603
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Citation X (C750)
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: PFD
Component problem: Failed
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; Captain
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 Diverted; Flight Crew Landed As Precaution; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While cruising at FL410; 43 minutes into the flight 80 nautical miles northeast of ZZZ; we encountered a limited loss of avionics equipment (Amber CAS message 'Check DU1 (Display Unit)') followed by the complete loss (black screen) of DU1 and a strong odor of smoke with some visible smoke in the cockpit. We asked for immediate radar vectors to ZZZ; advised center and executed an ATC Vectored descent. The light amounts of smoke completely cleared in a short time during the initial rapid descent. We landed at ZZZ without further incident or additional smell or visible signs of smoke.VMC conditions prevailed throughout. We cleared the runway without delay and stopped where we were met by the fire trucks. We taxied under fire truck escort to the FBO facility where a post flight and preliminary inspection of the forward equipment bay and cockpit was performed by the crew and fire chief which revealed no visible heat or fire damage to the aircraft. Cause of the equipment failure is yet to be determined.


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


Synopsis: CE750 flight crew reported the loss of Display Unit 1 and presence of electrical fumes at FL410. The crew elected to divert to the nearest suitable airport. The fumes dissipated completely during the descent.
Date: 201303
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Aircraft component: Oxygen System/General
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: First Officer
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I received a call from Chief Pilot's Office concerning Aircraft X. The aircraft at some point was found with the crew oxygen valve in the 'off' position. To my knowledge and recollection; the oxygen system tested functional during normal preflight checks before operating Aircraft X for one leg [two days earlier]. My First Officer and I had a good working relationship and I don't recall any outside events or factors that interfered with our flight deck duties or cockpit preparation.While I do not believe the oxygen system valve was closed on this particular flight; I was subsequently informed that the aircraft had had its O2 bottle changed [two days prior to the event] by Maintenance. The potential for error causes me great pause and I will be extra vigilant. Seeing an O2 change in the logbook should trigger and automated closer examination of the system by every pilot. I also do not necessarily believe that Maintenance is at fault here. The valve at some point could have simply been inadvertently turned off down-line. In any case; both pilots need to make certain every system is in proper form.


Second narrative: The Captain and I did a normal preflight of the aircraft. I was informed that we might have flown with the O2 bottle (crew oxygen) closed. I always check that on my preflights but I am going to hold the test buttons down longer from now on.


Synopsis: B737 crew oxygen was discovered to be in the 'off' position subsequent to conducting a flight.
Date: 202109
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Small Transport
Operator: Air Taxi
Operating under: Part 135
Mission: Passenger
Flight phase: Taxi
Aircraft component: Brake System
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Maintenance
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Regained Aircraft Control; Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After landing on Runway XX; I turned onto Taxiway 1 to join Taxiway 2 to the gate. While on Taxiway 1 I depressed the brake pedals to slow down further but the right brake pedal did not depress. I realized that I had no braking authority and elected to shut down both engines as I thought I would roll off into the grass at the intersection. shutting down the engines and using the left brakes allowed me to avoid hitting any airport signage and allowed me to keep the plane on the taxiway. I requested a tow from the airport manager once I determined we were below the max tow weight. There have been multiple writeups for this aircraft over the past couple days that involved the right brakes. This makes me suspicious that the issue causing this is not being caught somehow.




Synopsis: Air taxi pilot reported that the brakes malfunctioned during taxi. Reporter stated they had no braking authority and shut down both engines to avoid a taxiway excursion.
Date: 202101
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Human factors: Communication Breakdown; Human-Machine Interface
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel; Person Other Person
When detected: Aircraft In Service At Gate; Routine Inspection
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Ramp called to unlock flight will add ballast. Flight did not have 15 bags minimum to secure DG (Dangerous Goods). Unlocked flight waiting for cargo to add DG Quick Pak. Once ballast was added (by ramp) I locked the flight. DG can go thru the locks therefore I was not notified when the DG was added. At departure and ramp finals I realized ballast is loaded with 14 bags and Quick Pak but Quick Pak did not indicate as DG. Cargo Specialist [Name] confirmed DG radioactive. Invalid flight but it did not go thru ACARS as invalid all this happened with 4 minutes of from OUT.




Synopsis: Air Carrier Load Planner reported a communications breakdown between Load Planner and Ramp personnel resulting in aircraft departure with incorrect Hazmat documentation.
Date: 201203
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: TRACON ZZZ
Aircraft component: APU
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Distraction; Physiological - Other; Training / Qualification
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant; Person Flight Crew
When detected: In-flight; Pre-flight; Taxi
Result: General Maintenance Action; General Physical Injury / Incapacitation
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: I became aware that our scheduled plane was the plane which we had brought in the day before and had significant problems with an odor in the cabin that started during engine power and became significantly strong on descent. As one of the pilots that brought the plane in was deplaning I asked him if he smelled anything unusual during the flight in. His response was that he did smell a 'dirty gym' smell on takeoff and landing. I reported this information to our pilots and also called the Duty Supervisor to report what I had been told and my concerns about taking this plane out. Upon engine start up the smell was detectable to all crew members including the pilots; upon reaching higher altitudes it dissipated and again on descent became stronger. Crew members reported various symptoms including headaches; burning in throat; metallic taste in mouth; itching on face and body rash. On descent some passengers commented on smell and some were seen covering their nose.

Callback: The reporter stated that she personally was fatigued for two days following the event but since then has not experienced long term effects. Two other flight attendants sought medical attention and their blood tested for carbon monoxide with negative results. Requests for other diagnostic testing; which may have been more conclusive about agents causing the ill effects were rejected. Two flight attendants did have lingering effects; one with a severe skin reaction and the other; who is not back at work; had a lung issue. The reporter stated that she contacted her Company's Maintenance Department and was told that the aircraft was removed from service; so the APU could be replaced.



Synopsis: A B737-800 Flight Attendant was assigned an aircraft the day following a flight in the aircraft which had the dirty socks odor after engine start; on climb and again on descent. Following this event; crew members had headaches; burning throats; metallic mouth taste and skin reactions. The APU was replaced.
Date: 201508
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: Marginal
Weather elements / visibility: Rain; 10
Aircraft: Skywagon 185
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Fuel
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Flight Engineer; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Situational Awareness; Confusion
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; 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
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: I originally left [home airport] with my aircraft with full fuel (78 gallons useable) on a 1+10 hours direct flight. During the course of the approximately 30 days between the departure date and my return date to [home airport]; I conducted numerous short flights (9 roundtrips) of 11 minutes duration each way. Each of these flights required a high power climb to 2;000-2;500 feet MSL for overwater single engine operation. I also conducted two round trips of 20 minutes each way with similar climb requirements. I tracked my flight time meticulously with the use of the on board GPS system over the course of the time period prior to my return trip. I departed with 5.4 hours of flight time on the full fuel tanks planning on having 2.0 hours of fuel left for the 1.2 hour flight. I ran out of fuel 52 minutes into my flight and landed on a highway. There was no damage or injuries to myself; the plane; or anyone on the ground fortunately.I have owned the incident aircraft for approximately 25 years and I have never run out of fuel in any aircraft over the course of my [long] aviation career. In retrospect; I obviously failed to consider the increased fuel consumption due to the numerous takeoffs during the course of the 30 days. I allowed my familiarity with the incident aircraft and the route flown to influence my judgment and make some not so smart decisions regarding fuel for the return flight. I could have easily landed [short] to buy 10 gallons of AVGAS as a safety margin but I was sure I had enough fuel obviously. Poor decision and judgment on my part and I assure you it will not happen again.




Synopsis: The pilot of a Cessna 185 utilized accumulated time flown on several legs over a 30 day period to track available fuel; only to run out of fuel approximately 18 minutes short of his destination.
Date: 201409
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Cloudy
Light: Daylight
Aircraft: BAe 125 Series 800
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ; TRACON ZZZ
Aircraft component: AHRS/ND
Component problem: Failed
Reporter organization: Fractional
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Human-Machine Interface; Distraction; Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Landed in Emergency Condition; General Flight Cancelled / Delayed; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft; Weather
Primary problem: Aircraft

Narrative: During initial climb we experienced a RED HDG failure flag on both the pilot and co-pilot side PFD's and MFD's (All four screens showed the RED HDG flag ). As well as a RED FD flag for the flight director on both attitude indicators. The HDG BUG was also inoperative not allowing us to select assigned Headings. In addition both side MFD's went black no longer showing us our moving map display which includes our flight plan waypoints and route. The weather in our destination had been IFR most of the day and we were now only able to get heading information from our magnetic compass. Our customers had an automobile and other comfort amenities in the departure airport. We elected to divert back to the departure airport. We did not declare an emergency. Center declared an emergency for us on there own. I knew the weather at the departure airport had improved drastically over a few hours earlier and I knew a VFR Visual approach could be accomplished. We descended through the high overcast layer of which the base was approximately 4400 feet. While being vectored back to the departure airport with reference only to our magnetic compass. On landing in the departure airport we weighed approximately 23;500 pounds. Which is 150 pounds more then the designed maximum landing weight of 23;350 pounds. Therefore we did an overweight landing. On runway touchdown our descent rate was only 200 feet per minute. Our customers were not disappointed and I offered to get them anything they needed while a recovery plane was on it's way to take our customers to the original destination.




Synopsis: A BAE-125-850XP departed a CTAF airport and during initial climb red HDG flags appeared on the Captain's and First Officer PFDs and MFD with all heading sources lost; so ATC declared an emergency and the flight returned to the departure airport.
Date: 201408
Local time of day: 1201-1800
Location: LAX.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground LAX
Reporter organization: Air Taxi
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Distraction; Confusion; Communication Breakdown; Human-Machine Interface; Workload; Time Pressure; Troubleshooting
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: We were issued taxi instructions by LAX Ground which was confusing and potentially hazardous. We were taxiing from the FBO ramp. We were told by ATC; 'Taxi to [Runway] 25L via A; hold short of F'. Once holding short of F on A; ATC told us to cross [Runway] 25L; hold short of [Runway] 25R. A short time later we were told to cross [Runway] 25R; taxi to [Runway] 25R full length for departure.I felt the situation was confusing and potentially hazardous since the first runway generally given by Ground Control is the departure runway: (Per the AIM section 4-3-18 a.6). At LAX; however; Ground initially told us [Runway] 25L even though apparently we were meant to depart from [Runway] 25R. A more appropriate initial Ground instruction would have been; 'Runway 25R; taxi via A; hold short of F'. I bring this up because the RNAV SID departures from LAX are runway-dependent; and getting a last-minute runway change by ATC means having the First Officer's head down and reprogramming the FMS. I believe a safer and smoother S.O.P. for LAX Ground would be to mention the actual departure runway in the initial taxi instructions. Assigning us only the first runway which we will encounter on our taxi route (and neglecting to assign us the planned departure runway until later) unnecessarily 'strings us along'.Alternately; if LAX Ground has concerns about confusing instructions (perhaps due to the large number of English-as-Second-Language pilots) they should have omitted [Runway] 25L from the start of our initial taxi instructions (See AIM 4-3-18 a.6 and a.7). Telling us initially to 'Taxi East on A; hold short of F' would not have given us the false impression that we were to depart from [Runway] 25L.




Synopsis: Pilot reported a problem at LAX where initial clearance was given to Runway 25L. Pilot was then instructed to taxi across Runway 25L and turn right; then taxi full length to Runway 25R. Pilot's problem was they were expecting a departure from Runway 25L and had to program aircraft now for departure off of Runway 25R.
Date: 201909
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Situational Awareness; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Contributing factors: Company Policy; Human Factors; Procedure
Primary problem: Human Factors

Narrative: I boarded the plane to clean and help the inbound crew but I sat my kindle in the jetway next to Operations to charge it. So when I grabbed my luggage to get on the plane it was still in the jetway. After boarding was complete the Operations Agent came down to give the final passenger count he handed me my device right at the jetway door so I took a step off the plane to retrieve my item.Make sure I have all my belongings when I board the plane so I don't have to step off.




Synopsis: Cabin Crew personnel reported leaving personal item in jetway after final passengers boarded.