elihoole/asrs-aviation-reports huggingface dataset:
Date: 201708
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Cessna 402/402C/B379 Businessliner/Utiliner
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Fuel Flow Indication
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Distraction; Time Pressure; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe
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: First Officer (FO) was climbing through approximately 7800 ft for 10;000 ft during our instrument scan we both noticed a drop in fuel flow from 120 to ~50 on the LEFT engine. This was accompanied by a loss in engine RPM; fluctuation in Manifold Pressure and roughness. The engine felt like it was shutting down but then the fuel flow rose back to 120; then fluctuated around 100. It then stabilized and we made the decision to return to ZZZ; no emergency was declared and the flight landed without further incident. The event happened over 5-10 seconds.




Synopsis: A Cessna 402 Captain reported fluctuating fuel flow and engine roughness during climbout. Though the engine recovered somewhat he elected to make a precautionary landing at the departure airport.
Date: 201811
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: System Monitor: Indicating and Warning
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Check Pilot; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Rejected Takeoff; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While performing takeoff we experienced a Master Warning and triple chime for takeoff configuration; brakes. Since it was a configuration warning we deemed the aircraft unsafe to fly and aborted the takeoff at approximately at 115 knots IAS. We contacted the Tower and exited the runway. We subsequently contacted [Maintenance] and [Operations] and returned to the gate.We believe that there may have been an erroneous takeoff configuration sensor since we were accelerating at a high speed when we aborted. The conversation with Maintenance after the event confirmed this suspicion.We believe that this situation indicated an 'aircraft unsafe to fly' situation that warranted a rejected takeoff above 80 knots. Since the configuration warning was not immediately and specifically identified; we didn't know if the trim; spoilers or flaps had possibly came into a wrong position. We deemed that there was sufficient runway remaining and that a runway excursion would not be caused by the abort. All procedures and checklists were properly complied with prior to takeoff.


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


Synopsis: EMB-145 flight crew reported a high speed rejected takeoff due to a takeoff configuration master warning; which was later found to be false.
Date: 201508
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: MD-80 Series (DC-9-80) Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Elevator
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Confusion
Anomaly: Aircraft Equipment Problem Critical
Detector: 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
Primary problem: Aircraft

Narrative: No abnormalities found on preflight. No abnormalities found on the standardized checklist items when performed and completed. Taxi to 25R for departure was uneventful. On the takeoff roll; all calls and checks were uneventful. Approximately 110 knots to 120 knots; first officer (Pilot Flying) noticed nose coming up. First officer pushed nose forward. No change in the inputs when full forward pressure was applied from the yoke. I called for abort and verbally called for 'my controls'.  Positive transfer of controls were completed. First officer completed his duties as required by a RTO (Rejected Takeoff).  ATC was notified; Flight Attendants were notified and the passengers were given an announcement of the issue at hand as required. All checklists were completed.We taxied to the ramp without further abnormalities. Brake temps were rising and a tow into the gate was requested and completed. We checked the bag loads and they were in compliance with the count on the weight and balance manifest. We were met at the gate with by the mechanic on duty along with his colleague.  Maintenance checked and verified at their supervision that the exterior control surfaces were in alignment with the flight deck settings on the CG; flaps and slats. They then did a control check on the empennage and the mechanics informed us that the left elevator was stuck in the up position.  We also confirmed this finding. A logbook entry was made in the logbook. Flight crews were de-briefed and the duty pilot was contacted.




Synopsis: The flight crew of an MD-80 series aircraft reported a flight control anomaly during the takeoff roll. A high speed abort was successfully accomplished and the aircraft was returned to the gate. A post flight maintenance inspection revealed that the left elevator was stuck in the up position.
Date: 201807
Local time of day: 1201-1800
Location: Y50.Airport, WI
Flight conditions: VMC
Weather elements / visibility: 10
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Airspace: Class G Y
Aircraft component: Main Gear
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Other / Unknown
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Ground Strike - Aircraft; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: Other landing
Result: Aircraft Aircraft Damaged; General Evacuated
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Enroute to KOSH. Near waypoint (RIPON) extremely heavy air traffic. Advised by AirVenture Controller to break out to the west and fly holding pattern. Again encountered heavy traffic while holding. Decided to divert to Y50 to land and wait for better traffic conditions. Y50 AWOS reported 8 knot crosswind with some gusting for Runway 31-13. Flew direct to Y50; made crosswind entry to left traffic for Runway 31. At round out for landing sensed increasing sink rate. Applied full power to slow sink rate but experienced hard landing. At touchdown; the right main wheel assembly departed the aircraft. Aircraft veered to the right off the runway into soft ground and stopped. Two passengers and the pilot exited the aircraft through the right and left doors. No one was injured. In light of the high traffic and hot and humid weather conditions; flying a longer downwind leg would have given me more time to adjust to flight conditions and make a better landing. On inspecting the right main gear assembly; two days post event; there were signs of corrosion and what appeared to be fatigue fractures at the end of the gear strut. I believe the hard landing probably precipitated an already impending failure.




Synopsis: C182 pilot reported the right main landing gear assembly failed on landing.
Date: 202105
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Mission: Training
Flight phase: Taxi
Aircraft component: Reciprocating Engine Assembly
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Not Flying; Instructor
Reporter qualification: Flight Crew Flight Instructor
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were on a local training flight at ZZZ. While holding short at Runway XX; all the engine indications were normal; as we reduced the power to idle; engine shutdown by itself. We tried to restart following the checklist; as it was unsuccessful. I requested the Tower for assistance to tow the airplane back to the ramp. After post-flight inspection airplane was squawked.




Synopsis: Flight Instructor reported the engine shut down by itself while they were holding short for takeoff.
Date: 201907
Location: ORD.Airport, IL
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B ORD
ATC / advisory: Tower ORD
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Procedure; Airspace Structure
Primary problem: Aircraft

Narrative: Over DOOGY for the visual 9L at ORD; we saw a drone fly overhead as we were descending on the glide path; probably above us 300 to 500 ft. Reported it to approach control; and continued a stabilized approach and landing. No other issues.




Synopsis: B-737 Captain reported encountering a drone while on approach to O'Hare.
Date: 201310
Local time of day: 1201-1800
Location: ZZZ.Tower, US
Aircraft: Boeing Company Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: MCP
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Procedure; Human Factors; Aircraft
Primary problem: Human Factors

Narrative: I was PM and FO was PF. Cleared visual approach while descending through about 3;500 FT. We were coming straight in with the runway in sight. The MCP Attitude was set at 3;000 FT. I asked if he wanted 800 FT in the MCP Altitude thinking he would VNAV down to minimums or at least not get ALT CAP at 3;000 FT. He started to say set 2;300 FT; the OM altitude; but said sure set 800 FT. When he did nothing else I asked if he wanted APP armed. He said sure. We were well below the GS with it coming down to us. Problem is....he was still in LVL CHG and following the FD down to 800 FT. At one dot below the GS I directed my attention to the checklist and iPad work. When I looked back we were two dots low and descending. I called it out and said to level off. While trying to correct our situation and talking to Tower; we selected final flaps below 1;000 FT about 800. Landing was uneventful. We discussed what happened later at the gate. Talked about the pitfall of following the FD in LVL CHG right into the ground. I see most guys either use VNAV to the GS or just level off till the GS comes down to them. Bottom line....I think I talked him into something he wasn't mentally prepared for. He had another plan in mind. And my PM back up needed to be a little more alert.




Synopsis: Air Carrier Captain as the pilot monitoring reports the First Officer descending in LVL CHG below the glide slope. At two dots low the First Officer is directed to level off and capture the glide slope. As a result final flaps are not selected until about 800 FT.
Date: 201206
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Aircraft: B757-200
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: Dispatcher
Reporter qualification: Dispatch Dispatcher
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Dispatch
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure
Primary problem: Procedure

Narrative: While flight following using Flight Explorer; I noticed under events list [Aircraft X] with a destination change and the events block turning red to indicate an event change. The aircraft display on Flight Explorer showed a track change to F- track from E-track. I called Center to confirm destination change and controller confirmed destination had changed. Track change was because of W-289S going active soon. I then contacted ARINC for a phone patch with flight to confirm destination. Captain advised destination was still originally planned destination and track change was for military airspace becoming active. The mystery only deepens when Reservations called in to confirm flight was going to a medical emergency. A caller to Reservations indicated that the aircraft was diverting. I believe the caller was using Flight Tracker or similar internet software and observed the error'ed destination change. The caller even indicated that the Captain made an announcement that they were diverting for medical an emergency. It is believed that the Center Controller entered wrong destination. Perhaps Flight Tracker or similar flight following internet sites should be turned off to the general public.




Synopsis: Air Carrier Dispatcher reported confusion regarding a flight's status due to an ATC error in entering the destination airport; a track change due to Warning Areas becoming hot and a citizen; observing the flight on Flight Tracker; erroneously reporting that the flight was diverting due to a medical emergency.
Date: 202012
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: IMC
Light: Dawn
Aircraft: A300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Initial Approach
Airspace: Class B ZZZ
Aircraft component: Cargo Restraint/Tie Down
Component problem: Improperly Operated; 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
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Procedure; Aircraft
Primary problem: Procedure

Narrative: During approach and during a left turn from downwind to base; heard and felt a loud thump coming from behind inside aircraft sounding like a load shift. PF (Pilot Flying) noticed no change to flight of aircraft. On final approach heard and felt thump again and PF noticed aircraft was approximately six degrees nose high fully configured versus closer to normal five degrees. PF added a couple of knots to airspeed which brought nose down to normal angle. Flight continued to land and gate with no issues. After shutdown Captain informed Maintenance and after unloading of aircraft began Maintenance reported back to us that a 'can' in lower front of cargo area either wasn't secured or had broken free.Mechanical failure of lock or improper load securing.If improper load securing; better training of load personnel.




Synopsis: A300 First Officer reported a thump; followed by aircraft pitching up on short final; but corrected and landed without issues.
Date: 201212
Local time of day: 1801-2400
Location: DCA.Airport, DC
Flight conditions: VMC
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower DCA
Aircraft component: Air Data Computer
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On take off I was the flying pilot.  At 100 feet AGL I lost airspeed; altitude; heading; and vertical speed indications.  Red Xs appeared where these indications are displayed.  My Attitude indicator continued to work. I transferred control to the First Officer's side.  When he took control and I pushed the Flight Director transfer button; he also lost his instruments.  I resumed control of the aircraft and about 3 seconds later all indications restored themselves.  We received no cass message; status message or master caution.  There was no deviation from the flight path as we were VMC and visibility was excellent.  As we continued to climb all indications returned to normal and we decided it was a momentary avionics glitch.  I have no idea why this occurred.  It crossed my mind that we may have had ice in one of the static ports; but conditions were dry; there was no precipitation and there was no cass indication of a malfunction of the pitot/static anti-ice system.  The airspeed; altitude; heading; vertical speed indications were all normal before we lost them and normal when they returned; in other words there were no erratic indications along with the complete failure of the display.  We resorted to Wright Brothers style of flying by using [the] horizon as visual clue. We continued flight path on correct side of river as dictated by P-56 avoidance; and altitude deviation was not a concern as we were still well be low assigned altitude when normal instrument function returned.




Synopsis: CRJ200 Captain experiences loss of pitot static indications along with heading just after rotation.  Control is transferred to the First Officer and when the Flight Director transfer button is pushed; the Captain's instruments are restored and the First Officer looses his.  Within three seconds of the transfer all systems return to normal operation.
Date: 202105
Local time of day: 0601-1200
Location: JWG.Airport, OK
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Final Approach; Landing
Airspace: Class G JWG
Second aircraft: Small Aircraft
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict Ground Conflict; Critical; Ground Incursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Me and my student are on a cross country training flight from ZZZ to JWG on clear VMC day with light and variable winds. We are coming in from the east to enter the traffic pattern at JWG by flying over head the airport and entering the right downwind for Runway 17 as that runway is right traffic. Approaching overhead I notice that there are multiple aircraft taxiing on the ground on the parallel taxiway. We make multiple position reports on local CTAF about our position on each leg of the traffic pattern and me nor my student hear any other radio calls for our destination. The student is flying the entire traffic pattern and was doing a normal approach and landing. Our last radio call was on short final about one half to one mile final. As soon as we touched down on Runway 17 about 500 feet from the threshold; both me and my student notice that an aircraft [Aircraft Y] had pulled onto the runway from what appeared to be a taxiway that was at the midpoint of the runway and had turned to face north as if the aircraft had intentions to takeoff or back taxi on the runway. As soon as me and my student noticed the aircraft facing directly at us; about two seconds after touching the ground; my student executed a go-around and immediately climbed our aircraft away from the runway and made a slight turn to the left so that we would not overfly the runway. We then exited the traffic pattern back to ZZZ without further incident. This airport is a class G airport so there is no requirement for use of radios in that airspace; but there seemed to be little vigilance on the part of Aircraft Y for noticing an aircraft on short final with strobe and landing lights operable and on.




Synopsis: GA Flight Instructor reported a conflict during landing at non-towered JWG airport. Reporter stated an aircraft had taxied on to their same landing runway requiring a go-around right after touching down.