elihoole/asrs-aviation-reports huggingface dataset:
Date: 201206
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: A310
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On rollout; at approximately 80 KTS; experienced a loud pop on right side of aircraft. #2 generator light came on and aircraft pulled slightly to the right. #2 engine over limit on ECAM. Tower reported flames from the right engine. No ECAM fire indication; asked Tower about flames and they reported a red glow from the right engine. Exited the runway and shut down #2 engine and fired both bottles as a precautionary measure. Requested the fire trucks to inspect for fire or damage before taxiing to the ramp; followed ECAM and QRH procedures.


Second narrative: [Narrative 2 contained no additional information.]


Synopsis: A310 flight crew experienced an engine failure and associated generator failure during landing roll at about 80 knots. The Tower reports fire and the engine is shut down and both fire bottles are discharged; although there is no fire indication in the cockpit.
Date: 201903
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dusk
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Takeoff / Launch
Airspace: Class G ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Distraction; Situational Awareness; Training / Qualification
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I had decided to take off from an intersection departure which deviated from the original plan to taxi to the end of the runway for a run up and then takeoff. Because of the abrupt change in plans a proper takeoff briefing and configuration did not take place. However when lined up on the runway it was decided that the takeoff technique would utilize that of a short field (not because there was an actual reason to other than practice). As I lined up I set the flaps to 10 degrees; held the brakes; advanced the power to full; and released the brakes to begin the takeoff roll. The airspeed then became alive as I was holding the nose down until we reached a rotation speed of 55 kts. At this point I rotated and began a climb to maintain 59 kts. After clearing a 'simulated' 50 foot obstacle I had continued to maintain 59 kts; and set the flap lever to retract. This action resulted in a loss of lift during a critical phase of flight and with minimal room for correction (approximately 100 AGL). After I noticed a moderate loss of lift; and after hearing the stall warning horn with a speed of about 50 kts (VS is 47 kts); I recognized that I was very close to entering a power on stall. Having realized this I pitched the nose down to increase my airspeed and then reentered a cruise climb at 75 kts. I believe approximately 25 feet was lost during the correction. Factors leading to this was that of an improper takeoff briefing and checklists with a dedicated takeoff plan; and deviating from normal short field takeoff procedures. Instead of retracting the flaps at the time I did I should have first pitched for my cruise climb; have reached a safe stall retraction speed (65+ kts); and then counteract the loss of lift that comes from retracting the flaps. The reason for me retracting the flaps when I did was likely due to a lack of a briefing as previously stated; and inattention to my control inputs.




Synopsis: C172 pilot reported a loss of lift while practicing a short field takeoff.
Date: 201704
Local time of day: 1201-1800
Location: ZZZ.ARTCC, CA
Flight conditions: VMC
Light: Daylight
Aircraft: B737-800
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: System Monitor: Indicating and Warning
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
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 Landed As Precaution; Flight Crew Landed in Emergency Condition; Flight Crew Diverted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At cruise altitude FL380; the aircraft experience multiple indications of multiple system failures to include the electric; pitot static; fuel; hydraulic; GPWS; FMC and flight controls. [Requested priority handling] with ATC and decision was made to divert to [an airport with a longer runway] due to equipment and landing distance concerns with [original destination].Aircraft landed safely and taxied to the gate where it was handed over to Maintenance.




Synopsis: B737 First Officer reported experiencing an aircraft critical equipment failure requiring a diversion to a suitable airport. Flight landed without incident.
Date: 201601
Local time of day: 0601-1200
Location: PHL.Airport, PA
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General Flight Cancelled / Delayed
Contributing factors: Airport; Incorrect / Not Installed / Unavailable Part; Equipment / Tooling; Company Policy
Primary problem: Equipment / Tooling

Narrative: My crew and I experienced an unsafe situation. We had arrived at the gate approximately 1 hour prior to our scheduled departure to discover an extremely unsafe level of Carbon Monoxide in our aircraft cabin. With the help of the Flight Attendants; we opened all aircraft doors to try to 'air out' the cabin prior to passenger boarding. I called Ops and reported the problem and asked them to remove the adjacent aircraft as I initially believed that to be the piece of equipment that was dispelling extreme exhaust fumes (the jet bridge air unit is apparently inoperative) With the cabin somewhat airing out and all aircraft doors still open; I realized that the unsafe exhaust fumes were still entering the cabin; upon further investigation; I realized that the Ground Proximity Unit (GPU); next to the aircraft right side of the nose area was also spewing a great plume of exhaust smoke! I again called Ops and asked for that piece of equipment to be shut down and removed. I also went outside to discuss the problem with the first Ramp Agent that I located. He informed me that numerous pieces of ground equipment are in similar; poor condition and that the air units on many jet bridges are inoperable forcing them to utilize the Ground Support Equipment (GSE) that are faulty as they have no other choice! One of our Gate Agents also stated that they have 'this problem' every morning! The conditions that our Ramp workers are subject to; as well as our Gate Agents; working in close proximity to these faulty pieces of GSE is unacceptable and UNSAFE! The cabin air when my crew and I entered the cabin was UNSAFE! Please do all that you can to have these faulty pieces of equipment either repaired or replaced ASAP so that none of us suffer irreparable health conditions because of them. I informed Ops at the time of the incident. I feel that this is a critical situation that needs to be addressed!




Synopsis: A B737 Captain discovered excessive carbon monoxide and exhaust fumes inside the aircraft at PHL prior to passenger boarding.
Date: 201312
Local time of day: 1201-1800
Location: IWS.Airport, TX
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Taxi
ATC / advisory: CTAF IWS
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Human factors: Distraction; Confusion; Communication Breakdown
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Airport; Human Factors; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: I had completed run up and waited for a plane to touch down while holding short of Runway 15 at IWS. As soon as the landing aircraft touched down; I scanned the traffic and noticed another aircraft on what I thought was a close downwind likely abeam the numbers. The other aircraft began to turn to base as I positioned on the runway. At that time the plane that just landed was far down the runway approaching turnoff. As I was on the runway taking position; another pilot over the radio stated that there was a plane on short final. Was almost in disbelief that I started to correct him saying that the plane was on base. It was then that I realized that perhaps there was another aircraft I hadn't seen. Listening to the radio it was apparent that the other aircraft on final saw me and was going around. After a little while a plane passes over me. The situation ended without further issue. What I'm not sure of is if the plane I saw performed a u-turn downwind to final; or if there was another plane; possibly to the west of the final path that I didn't see. The experience highlights how a busy non towered airport can present hazards. Part of the chain of events was that I wanted to position and hold while the landing aircraft rolled out as there was a line of planes behind me waiting. The chain was broken as the plane on final saw me on the runway and decided to go-around. Other positive factors included the attentiveness of the other waiting pilots today; attention not only to their aircraft but the overall traffic situation. I wish I knew who that pilot was to ask him if there was another aircraft I didn't see or if the guy on downwind just flew a very tight pattern.




Synopsis: A pilot at CTAF IWS believed the next arrival aircraft was on base but after getting into position and holding for the previous arrival to clear the runway; another unseen aircraft executed a go-around over him.
Date: 202109
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: IMC
Light: Night
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Attitude Indicator(Gyro/Horizon/ADI)
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Troubleshooting; Confusion; Human-Machine Interface
Second reporter function: Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Name and I are both CFII's (Certified Flight Instructor Instrument). I was pilot flying; he was pilot monitoring. In the descent into ZZZ my flight instruments started reading erroneously- attitude indicator showed climbing left turn; altimeter and VSI showed descent; rate of turn showed wings level; heading indicator and mag compass showed present heading. Name and I decided to [advise ATC] and divert to an airport that reported VMC; asked for vectors to get out of IMC as quickly as possible. While diverting we decided the attitude indicator was reading incorrect; suction was within proper tolerances and heading indicator read correctly. We were able to land safely at an airport (ZZZ1) we are both very familiar with in VMC conditions. Left the plane overnight to take next steps in VFR day conditions.


Second narrative: Two people on board. Two CFII's; I was monitoring the approach and not the pilot flying. In a descent into ZZZ; we had conflicting information on our instruments; eventually; we settled it was the attitude indicator that was not working properly. We were in hard IMC and we decided to request priority with ATC and ask for vectors out of IMC into VMC weather nearby. We then diverted to ZZZ1 which is a very familiar field for both of us. We landed safely in VMC conditions and left the plane there until a VFR flight can be conducted to check the airplane's instruments in VMC.


Synopsis: C172 flight instructors reported during descent the flight attitude instruments gave conflicting information. The flight crew exited IMC conditions and performed a diversion in VMC conditions.
Date: 201405
Local time of day: 0601-1200
Location: LAX.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground LAX; Tower LAX
Reporter organization: Air Carrier
Reporter function: First Officer
Human factors: Confusion; Communication Breakdown
Second reporter function: Captain
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued Advisory / Alert
Contributing factors: Airport; Procedure
Primary problem: Procedure

Narrative: Departing LAX; Runway 24L; which is the primary runway for departures is closed due to construction.  We were given instructions to taxi to Runway 24R.  Our instructions were to taxi via the concrete pad to 24R.  That's it.  We were never given instruction to hold short of anything or even monitor another frequency for further instruction.  We taxied across 24L; which is closed for construction and I switched us to Tower frequency. Tower then asked us if we were on frequency and then advised us we needed permission to cross Runway 24L.  With the airport in an irregular operation; having a runway closed; the instruction we received from Ground Control was not as clear as it could have been. The construction was the biggest threat we faced.  As well as what we later thought was incomplete instruction from ATC.  After discussing the situation later; we both felt that the Ground Controller should have given more precise instructions; given the construction and irregular operations on the field.  If the Ground Controller had specified to either hold short or stay with him for further instruction or even switch to Tower for crossing; the whole situation would have been avoided.  Instead we incorrectly taxied with what we thought we had clearance to do. That was taxi to 24R via the concrete pad. That is what we did.


Second narrative: After pushing back from Gate X into the alley way; we started both engines and called for taxi.  We were told to taxi to Runway 24R via the concrete pad.  Runway 24L was NOTAMed; closed due to construction.  We taxied all the way to 24R and as we were holding short; we were told by Tower that we didn't have permission to cross 24L.  There were no aircraft taxiing ahead of us; so we had no example or advanced clue that we were not cleared to taxi all the way to the runway for which we were cleared.


Synopsis: Pilots report of taxiing to a runway but crossing a closed runway in the process at LAX.
Date: 201302
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: TBM 700/TBM 850
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Oil Filler Cap
Component problem: Improperly Operated
Reporter organization: Corporate
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Other / Unknown; Human-Machine Interface
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Landed in Emergency Condition; Flight Crew Diverted; General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: [I] took off in a TBM-700C2; with two passengers on board plus myself. The plan was to drop off one passenger and then continue back home. Leveling off at FL270 [around 20 minutes into flight]; about 15 miles southeast of [an enroute airport]; I noticed the oil pressure decreasing and then a fluctuating torque indication. As I reduced power; the red oil pressure annunciator illuminated. I immediately requested a descent and diversion into [the enroute airport]. Oil pressure stabilized near; but above; red line at the reduced power setting. Conditions were VMC; made a visual approach into [the airport] and landed without incident. Upon inspection; I discovered the oil cap was not fully tightened; causing the leak.




Synopsis: TBM700 pilot experiences oil pressure decreasing and then a fluctuating torque indication upon leveling off at FL270. A diversion to the nearest suitable airport is initiated with the engine continuing to run with oil pressure just above minimum. Post flight reveals the oil tank cap is not fully tightened.
Date: 201510
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737 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: Indicating and Warning - Flight & Navigation Systems
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Human factors: Confusion; Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Rejected Takeoff; Flight Crew Returned To Gate; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We complied with all procedures and checklists including throttle bursts during the Before Takeoff Checklist. We got no Takeoff Configuration Warnings at any time. I was the Pilot Flying. I advanced the throttles to about 40-50 percent N1; so they were matched before I set takeoff power. No horn. When I set takeoff power we got a muffled horn sound which we did not immediately recognize as the Takeoff Configuration Warning horn. The sound was muffled and weak almost like it was powered by a dying battery. The horn did not sound normal. There was no associated warning light with the muffled horn. We rejected the takeoff at about 40-60 knots; notified Tower and exited the runway. We checked our configuration and everything was set appropriately; including the flaps set at 1 per the performance data. We still got the warning horn during throttle bursts. We reran all checklists to see if there was anything else we missed and still got the warning horn. We taxied back to the gate and made a Maintenance write up.




Synopsis: A B737 Takeoff Warning Horn alert volume was so low the crew did not identify it until takeoff thrust was set. When the warning was finally identified at about 50 knots; the takeoff was rejected and the aircraft returned to the gate.
Date: 201211
Local time of day: 1801-2400
Location: TEB.Airport, NJ
Aircraft: Do 328 TJ (Turbojet)
Flight plan: IFR
Flight phase: Takeoff / Launch
ATC / advisory: Tower TEB
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Runway
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Airport; Human Factors; Procedure
Primary problem: Human Factors

Narrative: I cleared Aircraft X for take off on Runway 1. I observed one of the TEB airport vehicles on Runway 6 turn left on Taxiway B. I asked the lead vehicle to verify that they would hold short of Runway 1. TEB airport vehicle verified that they were clear of Runway 1. I then observed one of the airport vehicles proceed on Runway 1 and make a 180 on the runway back to exit. At the time Aircraft X was on departure roll and in my professional opinion canceling his take off clearance would have done more harm giving the fact that the runway was wet at the time. Additionally; my Supervisor advised not to cancel take off clearance because he was too far down the runway and it could have further caused issues. The vehicle was all the way down the runway at point where nearly every aircraft already rotates well before. TEB needs to better train their vehicle operators. There are numerous incidents that happen yearly during periods of snow removal and treatment involving snow removal and their vehicles.




Synopsis: TEB Controller described a runway incursion event by an airport vehicle during a take off; the reporter electing not to cancel the take off clearance given the departures speed and runway location.