elihoole/asrs-aviation-reports huggingface dataset:
Date: 202003
Location: ZZZ.Airport, US
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: First Aid Equipment; with Medical Kit & Defibrillator
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Company Policy
Primary problem: Ambiguous

Narrative: The AED (Automated External Defibrillator) must be checked by the FA (Flight Attendant) on preflight. On the B737 the AED is locked in a plastic box that is not clearly transparent; and if the FA opens the plastic container to appropriately complete their checks they would have to break the seal and Maintenance would come out. The additional associated issue is that if pilots are ferrying a flight; we do not have a key to unlock the AED in the event we need to access it for a fellow crew member. My understanding is that the Airbus AED is not in a locked container. Do not lock the AED to allow for preflight checks and access to all crew members.




Synopsis: B737NG Captain reported that the AED (Automated External Defibrillator) is in a locked; non-transparent container; which does not allow flight attendants to check it during preflight.
Date: 201204
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-44 Seminole/Turbo Seminole
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Climb
Airspace: Class D ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Engine
Component problem: Failed
Reporter organization: FBO
Reporter function: Instructor
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Commercial
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: Aircraft
Primary problem: Aircraft

Narrative: We were leveling off at 5;500 MSL and my student was slowly leaning the mixture when the right engine RPM began to drop steadily. I pushed the mixtures and props full forward. The RPMs continued to drop; so I took the controls and had the student run the engine failure in flight above VMC checklist. After about 15 seconds of the RPMs dropping the engine began to shake and go to feather. The engine then failed completely and we did the engine securing checklist. I advised Departure and declared an emergency. We got a low volts annunciator; so I turned off our lights to decrease the electrical load which brought the load down to an acceptable level. We trouble-shot for about 2 minutes and determined that there was nothing that appeared to be out of order and the aircraft systems were stable. We started a descent and headed towards the airport. We landed with no incident and were able to taxi off the runway and up near the old terminal. We shut down there and contacted operations to make sure a tug was on the way. Once there they checked the aircraft and towed it back to the ramp. Maintenance checked and there was fuel and oil in the right engine. As a note; the run-up on the right engine was normal except that while testing the left magneto the drop was 80 RPMs and the right magneto drop was 150. I considered this to be within safe levels.




Synopsis: When their right engine began losing power the instructor and student pilots declared an emergency; ultimately shut down the failed engine and returned safely to their departure airport.
Date: 202005
Local time of day: 1801-2400
Location: PHL.Airport, PA
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B PHL
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion
Anomaly: ATC Issue All Types; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Airport; Chart Or Publication
Primary problem: Airport

Narrative: We were cleared a visual approach to 9R; and upon asking; were re-cleared to land on 9L. We had briefed the approach before the descent into PHL. Our logic was with reduced traffic we had a chance of getting it; thus shortening taxi in and saving gas. Once Tower cleared us to land on 9L; we side-stepped over to land. We conducted a visual approach because the ILS was not turned on. Runway 9L has REIL's and MALSR lighting. Runway 9R has PAPI's and ALSF-II; with the PAPI's on the right side of the runway. In between the runways; and this is the problem; there is some kind of airport structure or antennas or something with horizontal red and white lights that give the appearance of a PAPI. We were unable to distinguish what exactly it was on short final in the dark while focusing on landing. From a long way out on a visual approach it gave us the mis-perception that we were on a valid glide path; but it is not a PAPI. This caused confusion to us as a crew because it was not the picture that was briefed; the lights are in an abnormal position in relation to the runways; and there is no descent guidance whatsoever in these lights. We ended up slightly high but not so high that only a small correction was needed to execute a safe; uneventful landing. In less than perfect visibility; an aircrew might be misled into a dangerous approach. All the lights in this structure need to be red and a note on a safety page or the 10-9 or approach plate. Proper diagramming on the 10-9 would work too.




Synopsis: Air carrier Captain reported seeing and following a set of horizontal lights which appeared to be PAPI between two parallel runways at PHL. On short final; the crew determined these were not PAPI lights and they gave the misperception of being on a valid glide path.
Date: 201701
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Engine Air
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Physiological - Other
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Illness / Injury; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Diverted; General Physical Injury / Incapacitation
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During climb out we noticed an odor in the cockpit that seemed to be like dirty socks or wet carpet. We asked flight attendants if they could smell the same thing but they said no. The captain went to the back of the aircraft to check. He could not smell it in the back. When he returned we determined that the fumes were starting to have an effect on both of us. We began running the fumes and smoke check list. We decided to divert to ZZZ. We began using oxygen. We briefed cat 3 approach and ran over weight landing check list. By this time in my opinion we both were becoming more and more incapacitated. Both of us were having problems concentrating on the tasks at hand. We were given priority handling by ATC and landed the aircraft without further problems. Emergency equipment met the aircraft when we exited the runway. We were given instructions to taxi to the ramp. By this time it seemed that we were nearly unable to follow instructions; but managed the aircraft to a gate. Fire and rescue inspected the aircraft but didn't find anything wrong.




Synopsis: A319 flight crew reported fumes in the flight deck. After a short time they began to experience problems concentrating and the onset of incapacitation.
Date: 202201
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Windshear; 10
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Landing
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Student
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Strike - Aircraft; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway; Inflight Event / Encounter Weather / Turbulence
Result: Aircraft Aircraft Damaged; Flight Crew Took Evasive Action; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Human Factors; Weather
Primary problem: Weather

Narrative: While attempting to flare I encountered a severe crosswind that forced the plane off the centerline. I overcorrected resulting in wheelbarrowing and then skidding off into the grass just off the left side of the runway. The plane received minor damage to the front oleo strut.




Synopsis: Pilot reported loss of control during landing when a crosswind pushed the aircraft off center line and the pilot's corrective actions resulted in runway excursion.
Date: 202009
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness
Anomaly: Deviation - Track / Heading All Types
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors; Staffing
Primary problem: Human Factors

Narrative: As I was approaching from the northwest to an airport with parallel runways; intending to land on the eastern of the two runways.  The Tower closed early because of COVID-19; and traffic was using Runways XXL and XXR.  I elected to fly a left downwind to land on Runway XXR; partially because there was traffic to the east of the field that was planning to fly a right downwind to XXR; and I did not have visual contact it.  I landed uneventfully; but in hindsight; it would have been better to follow the proper pattern by overflying the field; and descending to join the right downwind for XXR.




Synopsis: GA pilot reported flying the incorrect pattern after the Tower closed.
Date: 201510
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: PA-25 Pawnee
Operator: Corporate
Operating under: Part 91
Mission: Utility / Infrastructure
Flight phase: Parked
Aircraft component: Elevator
Reporter organization: Corporate
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Maintenance
Detector: Person Flight Crew
When detected: Pre-flight
Contributing factors: Human Factors; Incorrect / Not Installed / Unavailable Part; Aircraft; Procedure
Primary problem: Incorrect / Not Installed / Unavailable Part

Narrative: One of our tow pilots noticed the RH elevator was bent down outboard of the outer hinge approximately 5 degrees during preflight. We had our maintenance vendor troubleshoot the defect. It was determined that the incorrect elevator was installed. The elevator installed was for a 150 hp PA-25 and has a lighter spar. The elevator had been installed some time ago. The two different types of elevators are almost identical and hard to tell apart.




Synopsis: The pilot of a PA25 glider tow aircraft noticed damage to the elevator. It was later determined that the incorrect part was installed on the aircraft.
Date: 202011
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Light: Night
Aircraft: EMB ERJ 135 ER/LR
Operator: Air Carrier
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Oxygen System/Crew
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I performed O2 mask test on the ground before the flight. While climbing through FL350 for FL370; I pulled out the O2 mask. Oxygen started flowing uncontrollably as if the emergency oxygen knob was turned on.I checked to make sure the emergency knob was in correct position and verified it to be working and not stuck. The 100% oxygen tab was also seemingly functional. As high pressure oxygen flow continued; we consulted the QRH; which directed to close the mask doors and engage the shut off tab; which is the tab used for mask/microphone test on the ground. This step stopped the oxygen flow; but the oxygen supply to my mask was cut by this action. We had 650PSI O2 left. After further consulting the QRH and discussing with FO; we decided to ask our flight attendant to pass the portable O2 bottle to us; requested descent to MEA (FL180; then 15000; followed by 14000 and 11500MSL) and continued to destination.  Reflecting on the event; and imagining a scenario when the mask would be needed due to rapid decompression  and malfunction like this happened; following our memory items; could have resulted in crew incapacitation. Our memory items call for masks to be donned and crew communication established before starting descent. Given the same malfunction; and assuming First Officer donned his mask; constant oxygen flow from Captain's mask would have been extremely distracting; and unless a decision was made to start the descent immediately the oxygen bottle content would be depleted very quickly; or if the flow was stopped; the Captain would have an inoperative mask.  I believe a training outlining how to handle a scenario of O2 mask malfunction during decompression; particularly emphasizing the method of quick O2 cut off to malfunctioning mask; and possibly using observer's mask if no observer is present may be useful and lifesaving.  Speculating further; it may be also useful to go over a scenario when one of the crew members initiates an emergency descent; if the other crew member can't don the oxygen mask for whatever reason during decompression event.




Synopsis: EMB-135 Captain reported a malfunctioning crew oxygen mask prompted a request for a lower cruise altitude.
Date: 201301
Local time of day: 1201-1800
Location: BOS.Airport, MA
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B BOS
ATC / advisory: Tower BOS
Aircraft component: GPWS
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Distraction
Anomaly: Deviation / Discrepancy - Procedural Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: ATC Equipment / Nav Facility / Buildings; Environment - Non Weather Related
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: While on approach to BOS 33L at about 300 AGL EGPWS TERRAIN; TERRAIN aural alert was received. The runway was in sight and VMC existed. The aircraft was configured for landing and was on glideslope and speed for landing. This was an obvious GPWS malfunction and the approach and landing was continued. Subsequently the next day on a different aircraft we received the same warning to 33L. My First Officer had the same issue the prior week on a different ship. In discussing this issue with several other pilots; three said they had the same problem to both 33L and 15R. In IFR conditions this would cause a go-around at very busy airport with complex airspace.




Synopsis: A CRJ700 Captain reported that on two consecutive days; in different aircraft; the EGPWS TERRAIN TERRAIN warning activated at about 300 FT AGL on final to BOS Runway 33L.
Date: 201201
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Light Sport Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Initial Approach
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Rudder Control System
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Time Pressure; Workload; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Made an emergency landing airport. Trouble with right rudder control. Landed without incident.

Callback: The Reporter stated that a post flight investigation determined the rudder cable had departed a roller in the after fuselage. It was repair and appears to be an isolated event.



Synopsis: A light sport Sea Ray amphibian pilot reported that the rudder control cable departed an aft empennage roller and made right rudder movements difficult so he declared an emergency and landed.
Date: 201209
Local time of day: 1801-2400
Location: ZSE.ARTCC, WA
Aircraft: King Air C90 E90
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Flight phase: Cruise
Airspace: Class E ZSE
ATC / advisory: Center ZSE
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Human-Machine Interface
Anomaly: ATC Issue All Types
Detector: Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: ATC Equipment / Nav Facility / Buildings
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: Aircraft were opposite direction and hardly flashed at all when in direct conflict. Most of the Conflict Alert (CA) flashing seemed to be after the aircraft had passed; not before. At around 5 miles; tail to tail; they stopped flashing. Find out why the CA function operates intermittently or too late or not at all in some cases.




Synopsis: ZSE Controller voiced concern regarding the functionality of the 'Conflict Alert' (CA) system; noting the CA operates intermittently; too late or not at all.
Date: 201908
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: MD-11
Operator: Air Carrier
Flight plan: IFR
Mission: Test Flight / Demonstration
Flight phase: Takeoff / Launch
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Deviation - Speed All Types
Result: Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft; Environment - Non Weather Related
Primary problem: Aircraft

Narrative: The aircraft had been sitting for a great length of time so it was decided the aircraft should be test flown prior to its first revenue flight. During the initial checks; the radar system failed the test cycles; so the discrepancy was noted in the logbook and maintenance was performed (approximately one hour). All other checks were satisfactory. Taxi normal. Initial takeoff normal 80-kt call normal. At approximately 110 kts I noticed my airspeed indication had blanked. Taxi was indicated in the window. I glanced to the right the FO (First Officer) indications appeared to be normal. We were rapidly approaching V1/Vr 135 kts so I elected to continue. V1/Vr was called and I rotated at a normal rate after the nose wheel left the ground my airspeed tape reappeared; however; the indication was approximately 90-100 kts with visual stall indications. No shaker. Positive rate was called and the gear was raised. At about 100 feet. I transferred control to the pilot monitoring. I had IAS comparator in the PFD and multiple levels one and two alerts. SEL Manual Feel Sel Fadec ALTN (3). A combination of those alerts drives the user to 'Refer to Emergency Non-Alert procedure- AIRSPEED UNRELIABLE.' I called to the pilot in the OBS seat to get the QRH out. I was also handling multiple radio calls. Notified ATC that we had issues with airspeed indications and erratic altimetry issues and to keep us within 20 NM of ZZZ and that we would be returning to ZZZ. The FCP was blanking on numerous occasions we were cleared to 10;000 ft however the altitude window would blank on occasion. Between 6;000-7;000 feet we were trying to ascertain what readouts were accurate as the right-side airspeed was giving erroneous indications altitude readouts seemed erroneous as well. Captain side was reading 90 kts FO side 270 knots standby 230 kts. I asked for a ground speed readout from ATC 380 kts was the response. Then as we leveled at 10;000 feet my airspeed and altitude indications returned to normal as did the FOs. We returned to ZZZ with no other issues. Blocking in Maintenance noted two ADC failures generated by the CFDS below 300 feet.




Synopsis: MD11 Captain reported that at approximately 110 knots a loss occurred of both ADC computer/inputs below 300 feet.